ISO Focus

The Magazine of the International Organization for Standardization

Volume 1, No. 3, March 2004, ISSN 1729-8709

Safe
driving

CEO of PSA Peugeot-Citroën :

quality, with care
Bar coding for the
aircraft industry

ISO Focus is published 11 times
a year (single issue : July-August).
It is available in English.
Annual subscription 158 Swiss Francs
Contents
1 Comment Vadim Koutenev, Chair of the World Forum
for Harmonization of Vehicle Regulations (WP.29), UNECE,
Proactive standardization facilitates regulatory work
2 World Scene
Highlights of events from around the world
3 ISO Scene
Highlights of news and developments from ISO members
4 Guest View
By Mr. Jean-Martin Folz, President of PSA Peugeot Citroën
7 Main Focus

Publisher
Central Secretariat of ISO
(International Organization for
Standardization)
1, rue de Varembé
CH-1211 Genève 20
Switzerland

Photo: Euro NCAP

Telephone + 41 22 749 01 11
Fax + 41 22 733 34 30
E-mail allen@iso.org
Web www.iso.org
Manager : Anke Varcin Safe driving
Editor : Giles Allen • Greater responsiveness is needed
Assistant Editor : Elizabeth • Opportunities to enhance ISO’s contributions
Gasiorowski-Denis
• Ergonomics in the driving seat
Artwork : Pascal Krieger and
Pierre Granier • Safety: a priority for manufacturers and users
ISO Update : Dominique Chevaux • Steering into a new source of power
Subscription enquiries : Sonia Rosas • Tyres hold the road
ISO Central Secretariat • Do not reinvent the wheel
Telephone + 41 22 749 03 36 22 Developments and Initiatives
Fax + 41 22 749 09 47 • Interfaces between launch vehicles and spacecraft
E-mail sales@iso.org
• Barcoding for the aircraft industry
© ISO, 2004. All rights reserved.
• International Standards for second hand goods wanted
• Reliability of fluid power products
The contents of ISO Focus are copyright
and may not, whether in whole or in • The “ Train the trainer ” approach in Estonia
part, be reproduced, stored in a retrieval
system or transmitted in any form or 34 New this month
by any means, electronic, mechanical, • Data management
photocopying or otherwise, without
written permission of the Editor. • A safer working environment for medical laboratories
• A unique international identification code for libraries
ISSN 1729-8709 • New publications
Printed in Switzerland
Cover photo : PSA Peugeot Citroën, 37 Coming up
Direction de la Communication Highlights of upcoming articles
ISO Focus March 2004
Comment
Proactive standardization facilitates
regulatory work
I
nternational regulations have consid-
erably evolved since 1949 when the
United Nations’ Vienna Convention
on Road Safety was first adopted.
Originally, the purpose was to enable
international traffic of road vehicles
under acceptable safety conditions, i.e.
by reducing the likelihood of accidents
due to a lack of harmonization in road
signs and traffic rules. For each inter-
ested country, the aim was to ensure that
international road traffic, while being
allowed, did not lead to an increased
number of accidents on its territory.
“ ISO is a well-tuned
international instrument
which can complement
international regulatory
efforts.”
But the political authorities,
who were also deeply concerned about
the growing number of road accidents,
with their high death toll and injury
count, decided at the same time to
cooperate to actively combat all other
causes of the scourge : faulty signal-
ling, training of drivers, and such-
like. The discussions in those days
also assigned part of the responsibil-
ity for road accidents to the features
of the vehicles involved. It was thus
considered essential to have available
in Europe an Agreement that looked
for solutions to the problems caused
by road traffic as well as those posed
by the existence of national technical
regulations that could hinder com-
mercial exchanges between countries.
Thus an Agreement, signed in 1958,
charged a working party (WP.29, set
up in 1953) to implement technical
provisions for vehicle construction,
which has today become the World
Forum for Harmonization of Vehicle
Regulations.
This Forum initially became and deal more proactively with emerg-
involved in establishing regulations for ing needs in terms of specifications for
active vehicle safety such as lighting and the construction of vehicles, so that
braking and then for passive safety likely these provide better safety and are more
to minimize accident severity, like safety respectful of the environment.
belts and airbags, and, finally, it was
asked to look after matters concerning International standardization,
environmental protection (noise limits with its flexibility, is well adapted to
and limitations on emissions of gaseous becoming involved at an early stage
pollutants, for instance). These activities in the development of vehicles and
are furthermore conducted with due their equipment and will thereby use-
regard to the rules of international trade. fully contribute to the work of harmo-
Today, the Forum services several agree- nization of regulations at internation-
ments and a large number of specific al level.
regulations annexed to them.
At its meeting held in Geneva in
November 2003, the Forum took note of
the recommendation of its management
committee to refer whenever possible
to International Standards by simply
quoting their references and publication
dates, rather than reproducing all or parts
of the text of the standards.
Since its creation in 1953, WP.29
has benefited from remarkable coopera-
tion on ISO’s part. Over the years, it has
been able to appreciate the relevance of
ISO’s working methods and the techni-
cal quality of the International Standards
produced. ISO international standardiza- Vadim Koutenev,
tion is a well-tuned international instru- Chair of World Forum for
ment which can complement the inter- Harmonization of Vehicle Regulations,
national regulatory efforts of the Forum UN/ECE
on vehicle construction. The main pur-
pose of this decision is thus to make the
best possible use of the member govern-
ments’ resources by making full use of
existing cooperation with ISO.
When new types of vehicles or
new types of equipment (for instance
electronic or other) are released, it
is important to have International
Standards available so that the necessary
steps can be taken with regard to safety.
Far too often in the past, the standards
required had not been scheduled or
were not ready in time. In future, ISO
will clearly have to be more responsive
ISO Focus March 2004 1
World Scene
Water World Day
The UN International Strategy
for Disaster Reduction and the
World Meteorological Organiza-
tion are co-coordinating World
Water Day 2004 on 22 March
under the theme : Water and
Disasters.
Weather, climate and water
resources can have a devastating
impact on socio-economic
development and on the well-
being of humankind. According
to the World Meteorological
Organization, weather and
climate-related extreme events,
such as tornadoes, thunder-
storms, storms, cyclones, floods
and drought, account for nearly
75 % of all disasters. They lead
to an enormous toll of human
suffering, loss of life and eco-
nomic damage. Monitoring
these events, predicting their
movements and issuing timely
warnings are essential to miti-
gate the disastrous impact of
such events on populations and
economy.
World Water Day focuses on
the need to address problems,
among others, relating to drink-
ing water supply ; increase pub-
lic awareness about the impor-
tance of conservation, preserva-
tion, and protection of water
resources and drinking water
supply; and increase govern-
ments, international agencies,
non-governmental organiza-
tions, and private sector partici-
pation and cooperation in organ-
ization of WWD celebrations.
ISO technical committee ISO/
TC 147, Water quality, and ISO/
TC 224, Service activities relat-
ing to drinking water supply
systems and wastewater systems
– Quality criteria of the service
and performance indicators, are
2 ISO Focus March 2004
developing International
Standards designed to improve
water quality and the quality
of service related to drinking
water supply and wastewater
sewerage, respectively.
For more information :
www.worldwaterday.org
World Tourism
Organization
The World Tourism Organiza-
tion (WTO) has become a fully-
fledged specialized agency of
the United Nations. The United
Nations General Assembly
unanimously adopted the deci-
sion at its fifty-eight session on
23 December 2003.
“ Tourism will from now on be
considered by the international
society on an equal footing with
other major activities of humani-
ty : industry, agriculture, educa-
tion and culture, health, labour,
giving it a status within the sys-
tem equal to that of institutions
such as UNIDO, FAO, UNESCO,
WHO or the ILO. This is a big
step forward for our Organiza-
tion, but it is an even bigger one
for entire international tourism
industry,” declared Mr. Francesco
Frangialli, Secretary-General of
the WTO.
Specialized agency status enti-
tles WTO to participate as full
member in the United Nations
System Chief Executives Board
for Coordination, which elabo-
rates system-wide strategies in
response to overall inter-govern-
mental directives on economic
cooperation and development.
WTO will also be invited in the
workings of the UN General
Assembly, Economic and Social
Council (ECOSOC) and the
Security Council, to which it
will be able to submit proposals.
WTO’s participation will enable
it to highlight the role of tour-
ism in support of socio-econom-
ic development and the achieve-
ment of the Millennium
Development Goals.
ISO intends to become proac-
tive in establishing liaison with
the World Tourism Organization
which could lead to increased
cooperation between the two
organizations.
For more information :
www.world-tourism.org
Environmental Business
Conference
Some 2 000 of the world’s lead-
ing experts on the business of
the environment will gather in
Vancouver, Canada for GLOBE
2004 Trade Fair and Confer-
ence. This is the 8 th event in the
GLOBE Series, which is now
one of the largest and most
important international gather-
ings of environmental business
leaders and corporate environ-
mental managers.
From March 31 to April 2, 2004,
conference delegates will dis-
cuss major developments in cor-
porate sustainability, energy pol-
icy, climate change and building
sustainable cities since the 2002
Earth Summit in Johannesburg.
In looking at corporate sustain-
ability, the Conference will
address the challenge of main-
taining profitable business oper-
ations in markets that are chang-
ing daily in the face of new
social, shareholder, consumer
and government demands.
Energy and climate change ses-
sions will provide a comprehen-
sive update on emerging priori-
ties, creative solutions, new
technologies and how compa-
nies are seizing evolving busi-
ness opportunities. In the busi-
ness of building better cities
session, leading planners, archi-
tects, urban design specialists
and municipal leaders share
how they are incorporating sus-
tainability principles in the
design and construction of
buildings, urban transportation
systems, and energy and water
resources.
The Standards Council of
Canada (SCC), ISO member for
Canada, is one of the sponsor-
ing organizations for the event
and one of the exhibitors at the
Trade Fair.
For more information :
www.globe2004.com
Contamination control
The Institute of Environmental
Sciences and Technology (IEST)
is inviting users of ISO 14644-1
to voice their comments and rec-
ommendations for improving the
International Standard. A public
session is scheduled for Mon-
day, 26 April, during ESTECH
2004, the 50 th annual meeting
and exposition of IEST, as part
of the systematic review process
for ISO 14644-1. ESTECH 2004
will be held 25 to 28 April,
2004, in Las Vegas, USA.
ISO 14644-1, Cleanrooms and
associated controlled environ-
ments – Part 1 : Classification of
air cleanliness, is part of a
series of International Standards
concerned with cleanrooms and
associated subjects. The docu-
ment is one of nine international
cleanroom standard documents
at various stages of development
by ISO technical committee
ISO/TC 209, Cleanrooms and
associated controlled environ-
ments. The ISO/TC 209 family
of International Standards gov-
erns all aspects of the clean-
room community – from design
inception to daily operations.
For more information :
www.iest.org
ISO Scene
ISO Secretary-General
meets with top-level
officials of African Union
and of Ethiopia
In a televised appearance, ISO’s
Secretary-General, Mr. Alan Bryden
(left) meets with Ethiopia’s Prime
Minister, H.E. Mr. Zenawi Meles
(right).
Alan Bryden (left) with Vice-
President of the Commission of
the African Union, H.E. Mr. Patrick
Mazimhaka (right).
The strategic importance of
international standardization as
a tool for economic and social
development was the focus of
meetings held in Addis Ababa
between ISO’s Secretary Gener-
al, Mr. Alan Bryden and the
Vice-President of the Commis-
sion of the African Union, H.E.
Mr. Patrick Mazimhaka, on 5
February, and Ethiopia’s Prime
Minister, H.E. Mr. Zenawi
Meles, and Ethopia’s Minister
of Trade and Industry, H.E. Mr.
Girma Birru on 6 February.
The meetings took place in par-
allel with the 12 th General
Assembly of the African
Regional Organization for
Standardization (ARSO), the
intergovernmental body mandat-
ed to promote standardization
activities in Africa, which was
held between 2 to 6 February
2004, in Addis Ababa, Ethiopia.
Among the subjects under dis-
cussion were the importance of
standards for accessing world
markets, the dissemination of
technology and good practices,
the protection of the environ-
ment, improvements to health
and safety and overall contribu-
tions to the betterment of lives
and the global economy in the
context of the World Trade
Organization’s Technical Barri-
ers to Trade Agreement. The
relationship with the New Part-
nership for Africa’s Develop-
ment (NEPAD) programme for
the economic development of
Africa and the role ARSO could
play to organize regional coop-
eration and improvement in the
area of standardization and
quality were also addressed.
During his visit in Addis Ababa
Mr. Bryden also met with Mr.
Mesai Girma, Director-General
of QSAE, (Quality and Stand-
ards Authority of Ethiopia), ISO
member for Ethiopia, and the
host of ARSO’s 12th General
Assembly. Mr. Bryden congrat-
ulated QSAE for its organiza-
tion of the venue, which helped
raise awareness of the role of
standardization at the highest
level of Ethiopia’s Government.
International conference
on social responsibility
ISO is to hold an international
conference on social responsi-
bility on 21-22 June 2004 in
Stockholm, Sweden.
The input provided by the con-
ference will complement the
current exploration by ISO of
social responsibility initiatives
around the world and issues
arising. Together, they will form
the basis for a decision by ISO
on whether or not to propose the
development of International
Standards or other ISO tools
addressing the social responsi-
bility of organizations. Any such
proposal would be subject to a
vote by the full ISO membership.
Prior to the conference, which
will be hosted by the Swedish
Standards Institute (SIS), ISO
will set up a public Web site to
encourage exchanges of infor-
mation and to allow all interest-
ed parties – including those that
will not be able to participate
directly in the conference – to
submit comments. The report
being prepared by the ISO advi-
sory group will be posted on
the Web site at least a month
before the conference.
Participation in the conference
will be open to delegations from
the national standards institutes
that make up ISO’s membership.
Representatives of concerned
international organizations will
also be invited to participate.
Children take the lead on
environmental issues
In addition to awareness, moti-
vation and communication on
the part of the private and pub-
lic sector players, tackling the
world’s environmental challeng-
es requires technology and
good management practices,
ISO Secretary-General Alan
Bryden said at the opening of
the 4th International Environ-
mental Children’s Drawing
Contest Exhibition on 3 Febru-
ary 2004 at the United Nations
Office in Geneva, Switzerland.
The drawing contest attracted
nearly 12 500 entries from 60
countries by children aged 7-15.
This year’s exhibition of the 100
winning entries takes place for
ISO Secretary-General Alan Bryden
(centre) at the opening of the
4 th International Environmental
Children’s Drawing Contest
Exhibition at the United Nations
Office in Geneva. With him is
(left), Mr. Philip O’Brien, Regional
Director, UNICEF Geneva Regional
Office, and (right) Dr. Fabio Roversi,
IQNet President.
(Photo : Hans Buser, IQNet Secretary-General)
the first time in Geneva, under
the joint patronage of the Direc-
tor-General of the United
Nations Office in Geneva, Mr.
Sergei Ordzhonikidze, and the
Regional Director, UNICEF
Geneva Regional Office, Mr.
Philip O’Brien.
The contest was organized by
IQNet – The International Cer-
tification Network and the Japa-
nese Quality Assurance Organi-
zation, with support from the
UNICEF Office for Japan.
Contest for
young
standardizers
ISO is holding a
contest for young
standardizers in
developing countries
and economies in
transition.
The purpose of this
contest, held every second year
within the framework of the
ISO Programme for developing
countries, is to encourage
young professionals to embark
on a successful career in stand-
ardization and to raise aware-
ness of the importance of stand-
ards in promoting safe and sus-
tainable economic development.
The theme for the 2004 Award
is “ International Standards to
Access World Markets ”.
The Award is co-sponsored by
ISO and the Deutsches Institut
für Normung (DIN), ISO mem-
ber for Germany.
The contest is open to perma-
nent employees of ISO member
bodies and correspondent mem-
bers, eligible for assistance
under the ISO Programme for
developing countries, including
developing countries and econ-
omies in transition that have
requested to benefit from the
Programme. To take part in the
contest, candidates must be 35
years old or under and write an
essay on the proposed theme
and complete the contest entry
form. Entries will be accepted
by the ISO Central Secretariat
until 3 May 2004.
For more information :
dev@iso.org
ISO Focus March 2004 3
Guest View
Jean-Martin Folz
J
ean-Martin Folz, President vehicles ” technical committee. The
of PSA Peugeot Citroën, latter addresses issues of compatibility,
completed his studies at the interchangeability and safety, as well
Ecole Polytechnique and the Ecole as the related test methods for assess-
des Mines, then spent one year ing the performance of vehicles and
in Tokyo at the Maison Franco- of their equipment in accordance with
PSA Peugeot Citroën, Direction de la Communication

Japonaise. In 1972, he began his international and national regulations.

professional career in a local office
of the French Ministry of Industry. ISO Focus : How does the use of ISO
Between 1975 and 1978, he belonged standards, for instance in the fields of
to various ministerial staffs, and safety, comfort and vehicle ergonom-
was appointed Chief of Staff to the ics, provide additional leverage for
Secretary of State for Industry. improving performance and relations
In 1978, he joined the Rhône-Poulenc with suppliers, customers and regula-
group as Plant Manager of the Saint- tions ?
Fons unit. He later was appointed Jean-Martin Folz. Standardization
Deputy General Manager of the enables simplification and thereby
Rhône-Poulenc Specialty Chemicals facilitates relations with suppliers. It
Division. Between 1984 and 1987 he also has a scale effect in terms of con-
was President of Jeumont-Schneider, • who buys from suppliers in all trolling costs and quality, and offers
a subsidiary of the Schneider group. parts of the world ; an opportunity to work with suppliers
He was appointed CEO of Péchiney • whose factories are located on sev- from all over the world, particularly
in July 1987 and Chairman of eral continents ; those in emerging markets.
Carbone Lorraine. In 1991 Mr. Folz
• whose vehicles of the two brands • The standardization of test proce-
was appointed CEO of Eridania
Peugeot and Citroën are marketed dures and measurement methods
Béghin-Say. He joined the PSA
in 140 countries. recognized throughout the interna-
Peugeot Citroën group in July 1995
tional community can serve as the
and was appointed Director of the
Automotive Division in April 1996. “ PSA has been involved basis for drawing up regulations.
He was appointed Chairman of the for a long time in • The role of the legislator is to lay
down regulations and, in particular,
Managing Board of the PSA Peugeot
Citroën group as of 1 October 1997.
a voluntary policy to to set threshold values that need to
On that same date he also was protect the natural be met.
appointed Chairman of Automobiles environment and the • The consequences are barely visi-
Peugeot and Automobiles Citroën.
quality of life in the vicinity ble to the customer. Indeed, perfor-
mance in terms of safety, comfort
of industrial sites.” and ergonomics are significantly
ISO Focus : In the context of trade glo-
balization, what is the strategic impor- above the minimum levels required
PSA Peugeot Citroën, Direction de la Communication

This involves not only the “ tech- by regulations. This performance

tance of International Standards for a nical ” standardization of components
company such as PSA Peugeot Citroën also results, on one hand, from
and equipment aboard our vehicles the improved technical know-how
with its staff of 200 000 people spread and the standardization of production
among 140 countries ? of each manufacturer and, on the
plants, but also the standardization other hand, from his product offer
Jean-Martin Folz. ISO, through its of test methods, quality and environ- in a competitive market situation.
International Standards which lim- mental management systems, both in-
it the multiplication and variety of house and of our suppliers. ISO Focus : In line with its commit-
regional standards – or even local stan- These topics are dealt with in a ment towards sustainable develop-
dards – has an essential role to play in number of ISO technical committees ment, PSA is introducing an environ-
the automobile sector, in particular for and in particular, for our automotive mental management system based on
PSA Peugeot Citroën : products, within TC 22, the “ Road ISO 14000 ; what improvements has

4 ISO Focus March 2004

this brought about in ensuring better
integration of PSA’s vehicles into the
environment ?
Jean-Martin Folz. Preservation of the
environment is an absolute necessity.
For this reason, PSA has been involved
for a long time in a voluntary policy to
protect the natural environment and the
quality of life in the vicinity of indus-
trial sites.
This concern is a fully-fledged item
of the group’s industrial strategy. The
group’s commitment to achieving ISO
14001 certification of its production
sites’ environmental management sys-
tems aims to confirm and strengthen
that policy line.
Based on the principle of con-
tinuous improvement, this approach
enables each site to consolidate its
environmental achievements and to
foster a thorough implementation of
the related regulations.
The success of this approach lies
in the commitment of the entire staff
PSA Peugeot Citroën, Direction de la Communication
of each site and in the setting up of a
network of correspondents across the
group, operating within permanent
structures specifically devoted to envi-
ronmental action.
Action to maintain ISO 14001
certification is now an essential part
of life on each production site, helping
to ensure consistency in the activities
of each site, as well as our corporate
image.
ISO Focus : The industry is moving
increasingly towards the use of hydro-
gen as a clean energy source and ISO
has undertaken work within its techni-
cal committee on “ hydrogen technol-
ogy ”. What form of joint action needs
to be undertaken in terms of standard-
ization of the hydrogen economy ?
Jean-Martin Folz. As far as hydrogen
is concerned, standardization will have
to deal with such matters as :
• interface between the vehicle and
its environment, in particular the
fuel distribution network ;
• interface between the components
of a storage system ;
• safety ;
• hydrogen purity.
Several standardization groups
may become involved in addressing
some of the above aspects.
It is essential that standardization
activities dealing with hydrogen as a
fuel for road vehicles be conducted
in proper consultation between the
various groups involved. It should be
ISO Focus March 2004 5
Guest View
noted that ISO is represented in Geneva
in the Working Party on Pollution and
Emissions (GRPE) in connection with
the development of future hydrogen
regulations.
ISO Focus : ISO has developed quality
management system requirements for
the suppliers of the automotive indus-
try, which are embodied in technical
specification ISO/TS 16949, Particular
requirements for the application of ISO
9001:2000 for automotive production
and relevant service part organizations.
What impact does ISO/TS 16949 have
on the needs of quality management
systems within the automotive industry
in general and within PSA Peugeot
Citroën in particular ?
Jean-Martin Folz. Several years ago,
representatives of the European and
American car manufacturing groups
established the IATF (International
Automotive Task Force) with a view
to harmonizing the requirements of
manufacturers in regard to their sup-
pliers’ quality management systems.
PSA Peugeot Citroën has been part of
the IATF since its inception.
This work, carried out under the
wing of ISO Technical Committee
TC 176, led to the official approval
of ISO/TS 16949, based on ISO 9001:
2000, itself supplemented by specific
requirements for the automotive sec-
tor. This common standard, which has
since been adopted by all manufactur-
ers part of the IATF, enables suppliers
of the automotive industry to avoid the
multiple auditing they previously had
to undergo.
But such a standard alone is not
enough ; it is worth only as much as
the quality of the related certification
and how this is applied by the suppli-
ers certified.
ISO has alerted the international
community and has been taking action
since the end of 2001 in regard to bad
practice and lack of integrity of some
certification bodies. Having made the
same observations, car manufacturers
within the IATF decided to qualify
themselves, according to their own
rules, the auditors and certifiers
engaged in certification according
6 ISO Focus March 2004
to ISO/TS 16949 in order to achieve
better control of the quality of their
performance.
ISO/TS 16949 certification is not
an end in itself, and is only a prelimi-
nary step towards achieving the level
of quality required every day for every
product delivered by our suppliers.
Generic quality standards such as
the ISO 9000 series cannot address the
specifics of each trade ; but it is first
and foremost the command of the trade
that ensures the quality of the result.
ISO/TS 16949 supplements ISO 9001:
2000, adapting it to the automotive
industry. ISO/TS 16949 certifica-
tion provides us with “ reasonable ”
assurance of a supplier’s capacity to
produce quality, but with no guarantee
as to the actual quality of each product
item that will be delivered.
“ ISO/TS 16949
certification is only a
preliminary step towards
achieving the level of
quality required every day
for every product delivered
by our suppliers.”
ISO Focus : ISO has a technical
committee in charge of developing
International Standards for intel-
ligent transport systems, including
topics such as geographical data files,
information management protocols
and positioning references. What other
products, services and/or functions
need be addressed in International
Standards, and according to what
scale of urgency ?
Jean-Martin Folz. Existing ISO work-
ing groups cover the various areas of
ITS satisfactorily ; two items, however,
could be strengthened :
Long-term initiatives on the stan-
dardization of communication systems
for road infrastructures should be
pursued and strengthened in regard
to short distance systems. The devel-
opment of safety applications for
these systems requires some steps to
ensure long term visibility in regard
to frequency allocation and the kind of
protocols that can be assigned to them.
There is already an apparent need, in
this regard, to harmonize the approach-
es that need to be taken into account in
Europe, in Asia and in America.
In addition, ISO is becoming
involved in geographic and road infra-
structure databases. Here again, tech-
nology is beginning to lay forth sys-
tems for alerting or assisting the driver
in order to anticipate and control risk
situations. The management of safety
data in geographical databases is one
of the key issues in this type of devel-
opment. While implementation pros-
pects are still somewhat remote, it is
essential that not only the format of
such information be standardized but
also their certification process.
PSA Peugeot Citroën, Direction de la Communication
Main Focus
Safe
driving
T
he road vehicle has known
since it was born an uninter-
rupted advance in technology
to improve the performance of the
product and offer to its various clients
a mobility package as efficient as pos-
sible at the lowest cost possible. Since
the 1980s, though, political demand
for greater safety in transportation
and a reduced environmental impact
of the use of road vericles has deeply
influenced the orientation of this tech-
nological evolution. Some of the major
technological leaps forward have been
accomplished in this period of 20
years, both in safety and in environ-
ment.
Regulatory and legal issues
represent a major challenge for road
vehicle standards. Design regulations
have been implemented since the very
beginning of the 20th century to care
518 billion per annum worldwide
(developing countries bearing USD
100 billion of the cost). Additional
efforts to raise awareness of safety
and preventing road traffic injuries are
being reinforced by the World Health
Organization (WHO) decision to dedi-
cate World Health Day 2004 to “ Road
safety ” to be commemorated on 7
April 2004.
All of the knowledge acquired
by engineers since the 1970s is being
implemented in the cars’ structures
and restraint systems. ISO standards
are making inroads in helping protect
the drivers and passengers, among
them child restraint systems, antilock
breaking systems (ABS) and airbags
– and that help to prevent road crashes
and ensure road safety.
The automobile being an indus-
PSA Peugeot Citroën, Direction de la Communication
try that takes advantage of many tech-
nologies, road vehicle standards are
also indirectly addressed or influenced
by many other standards groups in ISO,
in IEC for the electrotechnical aspects,
in CEN (the European Committee for
Standardization), and in SAE, to quote
the most relevant work underway. In
the search for new and cleaner mate-
rials, hydrogen could be a promising
new clean fuel for vehicles. But stand-
ards have also proved and are proving
helpful, even in “ classic ” areas such as
the automobile tyre or wheel where the
for the crucial safety aspects of the
use of vehicles in every industrial- variety of wheels and of their attach-
ized country. In the 1950s, interna- ments has become so high that it has
tional discussions to harmonize these sometimes resulted in poor fixations
national regulations began. The inter- (wrong threads, etc.), causing serious
national vehicle regulating body, the accidents with trucks.
UNECE (United Nations Economic As the automotive industry
Commisssion for Europe) World introduces new technologies, looks for
Forum for Harmonization of Vehicle clean energies, and seeks higher per-
Regulations (WP.29), has decided formance, comfort and safety, ISO’s
to reference international standards International Standards for road vehi-
directly within its regulations, a deci- cles and intelligent transport systems
sion that will certainly encourage even lie at the interface of developments.
closer collaboration with ISO’s com- At the same time as increasing the
mittee on road vehicles, ISO/TC 22. comfort of the vehicles, the increas-
Automobile safety has become ing sophistication inside the car and
the priority for both manufacturers demands on a driver’s attention need
and users. According to the UNECE, to be watched. Rapid changes are tak-
traffic fatalities and injuries worldwide ing place in the possibilities of intelli-
accounted for an estimated 1,26 mil- gent transport systems – so now, what
lion deaths in 2000 ; the economic direction are they taking ?
costs of such injuries amount to USD
ISO Focus March 2004 7
 Main Focus
PSA Peugeot Citroën, Direction de la Communication
Greater
responsiveness
is needed
by Mr. François Abram,
Technical programme Manager
W
ith regard to reference to
standards in the World
Forum for Harmonization of
Vehicle Regulations (WP.29) regula-
tions, what is actually going to change
in road vehicle standardization ? What
is new for the ISO member bodies ?
What should they retain from this
decision for the future ?
From a theoretical point of
view, the change may seem minimal,
rather a shift of emphasis. After all,
it was a known fact that reference
to standards was already possible
in the work of the World Forum for
Harmonization of Vehicle Regulations,
only it was seldom applied. Now, it
is being recommended by the World
Forum to its subsidiary bodies. So
this – we might say formerly “ taboo ”
– issue is now the open for discussion
within WP.29.
8 ISO Focus March 2004
This apparently superficial
development involves something
much deeper at the cooperation level
between WP.29 and ISO.
Mr. Vadim Koutenev and Mr.
Bernard Gauvin who have both chaired
WP.29 in recent years have pointed out
that “this decision is a logical conse-
quence of a long-standing and fruitful
cooperation with ISO”.
The rationale for
the decision
One basic issue that is fully
understood by all involved is to ensure
that regulatory authorities can concen-
trate more easily on their objectives of
safety and preservation of the environ-
ment, leaving it up to the specialized
standardization bodies to develop tech-
nical standards for test methods and
design – ISO taking care, for its part,
of test methods and vehicle construction
specifications that require regular updat-
ing to keep up with technical progress.
To strengthen this approach
while avoiding some of the hesitations
and/or misgivings about which body
(World Forum or ISO) should initiate
proposals for updating the contents of the
requirements, these shall no longer repro-
duce the full text of the standards. They
shall refer to them as far as necessary.
This will result in greater clar-
ity between the work of World Forum
and ISO, and it is obvious that ISO is
implicitly being called upon to play a
more active and responsible role in this
area by drawing more extensively on its
relevant member bodies and technical
committees. It is understood of course
that technical coordination with the
World Forum will have to be pursued
– and even strengthened – on all aspects
relating to safety and the environment.
Some important
advantages
First advantage
The automobile industry has
significant needs in terms of harmo-
nization of standards at international
level. So far, however, the ability to
convert an ISO International Standard
into a regulation has led to some
amount of reluctance to, or even hin-
drance of, international standardiza-
tion. In future this should no longer be
the case. In fact, some ISO standards
are already well recognized, with or
without reference, for new equipment
such as electronic driving assistance
equipment. On this subject, one can
also quote ISO standard 15622:2002
on Adaptive Cruise Control Systems

– ACCS, which required consultations
between the ISO and WP.29 to come
to an agreement on specific features
such as, for example, urgency break-
ing priority and interaction with rear
stoplights.
In all this work the aim is to
ensure that new equipment does not
compromise safety. After all, if there is
an appropriate standard and if all goes
well, what else could one ask for ?
Hasn’t the goal been achieved ? On the
other hand, if some equipment does
have shortcomings that affect safety,
the regulators will certainly step in.
In this sense, the automotive
industry and ISO will have to do more
to anticipate the needs and coordinate
their action on standards for vehicle
construction and their equipment. This
is a real challenge for ISO.
Second advantage
Let us next recall that inter-
national standardization work should
preferably take place before the
equipment is released on the market.
To wait for the equipment to be gener-
ally available means the compromising
efforts required by standardization run
the risk of becoming very difficult, if
not impossible. There are numerous
examples of standardization opportu-
nities missed for want of having acted
in time. Many such examples can be
taken from everyday life. One should
standardize when it is possible and
timely, and definitely before technical
regulations are brought into the game.
As far as road vehicles and their
equipment are concerned, the main
About the author
François Abram
s Technical
Programme Man-
ger at ISO Cen-
ral Secretariat for
he IT, Services
nd Infrastructure
ectors. He has
een in charge of
technical committee ISO/TC 22, Road
vehicles, since 1970.
part of international standardization
work should be carried out in parallel
with research and development. The
work can be carried out within the
highly suitable ISO framework lead-
ing to voluntary standards (at least for
a given period of time) and with the
relevant experts, which should ensure
optimal efficiency while providing an
appropriate level of confidentiality.
Third advantage
Some proposals for regulations
or amendments to regulations submit-
ted in the framework of WP.29 could be
more easily referred to ISO for consid-
eration when the underlying problem is
one of harmonization between national
and/or international technical standards,
i.e., which is not closely linked to safety
or environmental performance.
The list below gives some idea
about the deep change and develop-
ments that are taking place.
“ Standardize when it is
possible and timely, and
definitely before technical
regulations are brought
into the game.”
Integration of new
systems
The integration of new elec-
tronic, IT, communication and traffic
or other systems raises a series of ques-
tions with regard to vehicle safety and
driving in road traffic. Many equipment
manufacturers regret that some of their
products are not adopted by the car
manufacturers. But let us be clear : if
such items of equipment are chosen
by a car manufacturer and later found
to cause accidents, this may cause
severe prejudice to the manufacturer
and, moreover, the regulatory authori-
ties will not fail to pursue the matter
with the automotive industry itself to
ensure that corrective action is taken.
This responsiveness is reassuring for
the consumer. But for those who design
new equipment, the sanction can be
very heavy, going as far as prohibition.
Safe driving
For this reason, ISO Interna-
tional Standards have been developed
to enable the usefulness and compati-
bility of new equipment to be assessed
in the most objective and unequivo-
cal way. These standards cover and
number of aspects such as :
• electromagnetic compatibility (ISO
7637),
• assessment of the suitability of
transport information and control
systems for use while driving (ISO
17287:2003),
• measurement of driver visual
behaviour with respect to transport
information and control systems
(ISO/TS 15007-2:2001),
• in-vehicle visual presentation of
transport information and control
systems (ISO 15008:2003),
• in-vehicle presentation of audio
information for control and infor-
mation systems (ISO 15006),
• symbols and tell-tales for controls
(ISO 2575).
This list is not exhaustive but
it demonstrates the proposed stand-
ardized approach for developing new
equipment for installation in vehicles.
More efficient in-vehicle electrical cir-
cuitry should also be foreseen to ena-
ble the use of many new appliances. A
draft on 42 V circuitry is currently out
for enquiry (ISO/DIS 21848).
Demand for standards
on new subjects
Furthermore, the liaisons main-
tained between the regulatory author-
ities (WP.29, European Union, NHT-
SA [National Highway Traffic Safety
Administration], etc.) and the ISO
technical committees mean that, with
their support, requests for new in-vehi-
cle equipment can be considered. One
well-known example is that of stand-
ards for equipment for emissions-relat-
ed diagnostics (ISO 15031 and ISO
15071). These systems were devel-
oped at the request of the European
Union and are of major interest when it
ISO Focus March 2004 9
Main Focus
comes to checking engine performance
in terms of gas emissions. Similar new
studies are currently being proposed
by the WP.29/GRPE on equipment
for vehicle safety-related diagnostics.
A new field of activity is thus open-
ing up for standardization as well as
for research and development. Steps
are being taken and further steps will
be needed to alert all of the industrial
players represented in ISO/TC 22.
ISO work lies at the heart of
discussions on tomorrow’s vehicles
and equipment.

Where ISO member

bodies can play a role
Against this new setting, each
member body has the opportunity to
review existing needs within its own
country. Road safety and environment
are concerns that are shared worldwide
and should be addressed on a world
scale. Each country can identify its own
needs and its possible contribution to
solving the problems at hand. This is
an opportunity for the member bodies to
review the role that they are able to play
in the framework of ISO’s activities.
Member bodies need to under-
stand the consequences at their own
level, to make sure that they involve all
stakeholders at national level (manufac-
turers, equipment industry, testing lab-
the United Nations Economic Com-
oratories, scientific institutions, users,
regulatory authorities), to ensure their
Opportunities mission for Europe, have been quoting
participation in the work of the rel- to enhance all or part of a number of Internation-
al Standards, among which figure some
evant ISO technical committees, i.e.
those dealing with road vehicles (ISO/ ISO’s of ISO’s.
All together, 122 different stan-
TC 22), tyres and rims (ISO/TC 31),
noise (ISO/TC 43), gas cylinders (ISO/
contributions dards have been referenced, 32 of
which were developed by ISO Techni-
TC 58), internal combustion engines
cal Committee TC 22, Road vehicles,
(ISO/TC 70), hydrogen technologies
some of these standards being refer-
(ISO/TC 197), intelligent transport sys-
tems (ISO/TC 204) and cryogenic ves-
By Mr. Jean-Pierre Cheynet, enced in several regulations.
Chair ISO/TC 22, Road vehicles The Road vehicles technical
sels (ISO/TC 220).
committee is subdivided into 26 sub-
A new era is beginning for inter-

national standardization in the automo-
bile sector where greater responsive-
ness is needed. This is a real challenge
for ISO. With the participation of all
industries involved and all stakehold-
ers, ISO is now called upon to show
that it can meet the challenge.
10 ISO Focus March 2004
F
or a long time already, the reg-
ulations developed by the World
Forum for Harmonization of
Vehicle Regulations formerly known as
(WP.29), the Working Party on Vehicle
Construction (created on 6 June 1952)
within the Inland Transport Commit-
tee through Resolution No. 45 of the
Subcommittee on Road Transport of
committees, 10 of which have pub-
lished referenced standards. The main
contributors operate in the electrical
and electronic fields (in particular
standards for interchangeability of
connectors between tractors and trail-
ers as well as standards regarding
data transmission protocols), engines,
active safety and passive safety.

As the work progresses, a num-
ber of standards have been quoted in
part and, therefore, have not been refer-
enced ; this was the case, in particular,
of ISO 362, Acoustics – Measurement
of noise emitted by accelerating road
vehicles – Engineering method, which
was taken over in Regulation R51
“ Type acceptance of vehicles with at
least four wheels in regard to noise ”.
The same is true of ISOFIX,
which is the subject of ISO 13216, a
concept developed by manufacturers
within TC 22 (SC 12, Passive safety
crash protection systems, Working
Group 1 Child restraint systems in
vehicles) to ensure interchangeability
of anchoring points for such devices in
different vehicles to avoid misuse.
In other circumstances, one
working party or another within
WP.29 has “ commissioned ” ISO to
develop specific standards. Thus, in
1999, the WWH-OBD ad hoc group
of the Working Party on Pollution
and Energy entrusted the ISO/TC 22
Subcommittee on Engine tests (TC
22/SC 5) with the development of
three ISO standards on : engine fami-
lies (ISO 16185), measuring proce-
dures and conditions for undiluted gas
emissions (ISO 16184) and the mea-
surement of particles (16183). More
recently, the Working Party on Noise
requested a revision of ISO 362.
At its 131st session, in Novem-
ber 2003, the World Forum (WP.29)
took note of the recommendation of its
Management Committee AC2 to make
reference to International Standards
rather than copy the the full text of the
standard.
About the author
Jean-Pierre Cheynet,
Chair, ISO TC 22, Road
ehicles. He has been
Director of the Bureau
e Normalisation de
Automobile (BNA)
ince 1996. Prior to that,
e worked at UTAC, the
est laboratory dealing
with type approval of road vehicles in
France.
A number of opportunities are
likely to arise in the near future to
enhance ISO’s contribution, and in
particular that of TC 22, Road vehi-
cles. For example :
• the forthcoming finalization of
the draft on a side impact dum-
my (ISO/15830, Road vehicles —
Design and performance specifica-
tions for a 50 th percentile male side
impact dummy (WorldSID) ;
• the current publication of standards
specifying test methods for electro-
magnetic compatibility (ISO 767,
Road vehicles — Electrical distur-
bance from conduction and cou-
pling ; ISO 11451, Road vehicles
— Vehicle test methods for electri-
cal disturbances from narrowband
radiated electromagnetic energy ;
ISO 11452, Road vehicles — Com-
ponent test methods for electri-
cal disturbances from narrowband
radiated electromagnetic energy) ;
• draft standard ISO 12161 on test
methods for endurance braking
systems for industrial vehicles sub-
mitted to the February 2004 meet-
ing of the Working Party on Brakes
and Running Gear (GRRF) ;
• the revision of ISO 2575 relating
to symbols used in road vehicles,
quoted in several regulations and
serving as a basis for a draft global
regulation considered by the Work-
ing Party on General Safety Provi-
sions (GRSG).
Thus ISO – and in particular its
Technical Committee on Road vehicles
will have to increase even further its
alertness to technical needs and con-
tinue to reduce it standards develop-
ment times.
This recommendation, which
should be seen as a positive sign of
recognition for standardization work,
confirms the close relations that exist
between the World Forum (WP.29) and
ISO/TC 22, Road vehicles.
Safe driving
Ergonomics in
the driving seat
By Dr. Gary Rupp, Chair
ISO/TC 22/SC 13, Ergonomics
applicable to road vehicles
S
afety and comfort – where
driving is concerned form
an inseparable pair. In the
increasingly sophisticated automobile
environment of today, the driver may
be solicited by many diverse distrac-
tions from telephones to road maps
to e-mail, that potentially can both
help and hinder his driving – if the
new features and instruments are not
rationally organized and designed so
the driver can cope with them.
A wide variety of in-vehicle
information systems known as “ trans-
port information and control systems ”
(TICS) currently exist or are planned
to support the driver. This new gen-
eration of information systems offers
opportunities for improving safety and
environmental concerns : navigation
systems that include advanced up-to-
date parking information and help in
avoiding detours eliminate the need
to look for direction signs and paper
maps. Assistance systems, such as
adaptive cruise control and collision
mitigation, partially automate elements
of the driving task. Emergency calls
save lives by automatically forwarding
accident information to the rescue serv-
ices. These kinds of technical advances
ISO Focus March 2004 11
Main Focus
need to take account of driver physical
and mental abilities and limitations to
ensure driving does not become more
accident-prone due to additional driver
distractions.
ISO subcommittee 13 is devot-
ed standardization related to ergonomic
issues in road vehicles. The committee
and its working groups have developed
standards addressing international sym-
bols, control and display location, con-
trol direction of motion, driver reach
to controls, measurement methods for
seats and pedals, as well as in-vehicle
TICS interfaces.
Technologies change…
humans stay the same
The fundamental driver/vehicle
issues that ergonomics addresses have
not changed very greatly over the
years, but the technologies it deals
with are constantly changing. The
field of automotive ergonomics in the
1960s and 1970s focussed primarily
on development of the vehicle archi-
tecture, the physical side of ergonom-
ics – tools and methods for laying out
the geometry of the driver workspace
(pedals, seat, steering wheel, and other
controls), devices to design and verify
seats, etc. The workspace around the
driver was, and is, constantly being
refined, with new studies undertaken
even today to ensure the right posi-
tioning of the different elements in a
vehicle. Physically setting up the work
environment for the driver is fairly
well understood, and SC 13 work in
that area now focusses on refining its
standards to take account of the lat-
est data. For example : seat designs
have changed from bench seats with
fixed seat back angles of the 1960’s
to bucket seats with reclining seat
backs and other modes of adjustment
in today’s vehicles. Not only do seats
have more adjustments, but pedals and
steering wheels are also adjustable in
some vehicles. SC 13 has to make sure
that its measurement tools keep pace
Photo: Pierre Granier
with new technologies.
12 ISO Focus March 2004
Mental workload
of the driver
Compared to the physical side
of ergonomics, the mental side and
cognitive workload for the driver is
becoming increasingly important with
the introduction of the various TICS
systems into road vehicles. Safe and
rational integration of these new ele-
ments is particularly challenging
because there often isn’t a sufficient
“ All of the world’s
vehicle manufacturers
take the ISO standards
seriously.”
research base for developing standards.
Ergonomics in general, and as applied
to the automobile industry, is still large-
ly an experimental science. The field
of cognitive ergonomics in particular
lacks good mathematical models that
could be applied to assess driver work-
load and distraction. As a result, exten-
sive studies are now being undertaken
to develop standard methods for meas-
uring and managing the mental work-
load of the driver. In November 1994
SC 13 formed WG 8, TICS on-board
– HMI, (see box following page) from
a CEN10 group of experts that had
existed in Europe to obtain more inter-
national involvement for these types of
issues. HMI (Human-Machine Inter-
face) experts both from the automotive
industry and scientific institutions rec-
ognized that it was vital in the automo-
tive environment to have internationally
accepted standards. Ergonomic activi-
ties in ISO/TC 204, Transport informa-
tion and control systems merged with
WG 8 a few years later.
Regulators are too slow
The automotive industry is now
a global industry. All of the world’s
vehicle manufacturers take the ISO
standards seriously. Many of the
manufacturers are represented in the
committee. Manufacturers often take
the ISO standards as base documents
and elaborate on them for their own
corporate standards. We are constantly
challenged to keep ISO standards
focussed on ease of use and safe
operation of road vehicles while being
flexible enough to not stifle creativity
and useful new technology.
Some of SC 13’s standards have
been adopted in national and interna-
tional regulations. One important stand-
ard is ISO 6549, Road vehicles – Pro-
From ISO 7010:2003.
 Safe driving

cedure for H- and R-point determina- procedure for H-point determination is

tion. It defines a device, called the H-
Point Machine or HPM, and a measure-
ment procedure for verifying that seats
are built to manufacturer specifications.
Regulatory bodies use this standard
to verify seats before installing crash
dummies, testing vision to mirrors, test-
ing wiped and defrosted areas of wind-
shields or backglass, etc. This stand-
ard is cited in numerous regulations in
many countries. A computer represen-
tation of the H-Point Machine is a key
design tool used by vehicle manufactur-
ers to design and dimension the vehi-
cle interior. The HPM was developed in
the 1960’s and served the industry well
for many years. In the late 1990’s a new
version the HPM (HPM-II) (see p. 14)
was developed to better measure mod-
ern-day seats. A new standard, ISO/
DIS 20176, Road vehicles – H-point
machine (HPM II) – Specifications and
nearing completion.
“ Manufacturers are
frustrated when they
cannot implement a new
standard because
the regulatory bodies
still reference older
versions of a standard.”
However, the new HPM-II
exemplifies how the regulatory proc-
ess, a process that often takes years to
change, can also delay the application
of new or revised standards. Currently,
regulations require use of the “ old ”
machine, as described in ISO 6549, so
manufacturers will be unable to certify
to the new machine once the new stand-
ard is published (and are unwilling to
accept the cost in having to design
and certify to two different H-Point
Machines).
Manufacturers sometimes find
themselves frustrated when they cannot
implement a new standard because the
regulatory bodies still reference older
versions of a standard.
The need for new
international symbols
Today, vehicles travel from
one country to another country with
ease. It becomes important to have a
language all can “ read ” and grasp.
This is the role of symbols, to provide
a way to communicate information in
a universal manner. To illustrate the
increasing demand for more symbols,
in the 1980s, SC 13 had about 60-70

TICS help drive a vehicle new WG8 task force has been established to develop a guide-
line on warnings based on the existing knowledge.
Dr. Christian
Heinrich, WG8
Convener, HMI
Telematics
T
he standards developed by WG 8
cover a broad field of ergonomic
issues :
Rather than fixing certain details of the HMI, another approach
WG 8 is taking is to standardize test procedures to determine
the overall influence of the HMI to driving performance. One
and Speech The multitude of information to be method currently under development is a Visual Occlusion
Control Daimler-
displayed to the driver through TICS
Chrysler AG. Method (AWI 16673) in which drivers interact with the HMI
may create the need to minimise of a TICS system while wearing glasses with shutters that open
visual load and make more and bet- and close at predefined intervals. A task force has also been
ter use of the auditory channel. The Auditory Standard (ISO formed to develop a Lane Change Test methodology that
15006) provides ergonomic specifications for the design and measures driving performance while changing lanes on a test
installation of auditory displays presenting speech and tonal track simulated on a desktop PC at the same time drivers are
information while driving. operating a TICS system (below).
The Dialog Management Standard (ISO 15005) supplies The ISO standards created by WG 8 are intended to help estab-
principles on how to design user interfaces to limit driver lish HMI’s with high quality and minimized driver distraction.
distraction. This standard was pivotal in the creation of the
European Statement of Principles on HMI. Key concepts and
principles in ISO 15005 and ISO 15008 are included in a set
of voluntary driver distraction guidelines from the Alliance of
Automotive Manufacturers (AAM), the trade organization of
car manufacturers in the USA market.
For the overall assessment of in-vehicle information systems a
structured methodology is provided by the ISO 17287 standard
Procedure for assessing suitability for use while driving.
The Message Priority Technical Specification (ISO 16951)
provides methods to determine the relevance of warnings and
to control their presentation to the driver accordingly.
A technical report on warnings (ISO 16352) compiles state-
of-the-art knowledge of the topic and gives guidance to HMI
developers. Taking into account the importancePassive
of that topic a
Fire

ISO Focus March 2004 13

Main Focus
standardized symbols in ISO 2575,
Road vehicles – Symbols for controls,
indicators and tell-tales. In the 7 th edi-
tion of 2575, which will be published
by summer 2004 there are approxi-
mately four times as many symbols
– and WG5 already is working on
about 30 more symbols that will com-
prise amendments to the 7 th edition.
As manufacturers introduce new
features and more symbols are devel-
oped or proposed as potential stand-
ards. WG 5 works diligently to make
symbols as legible and understandable
as possible even though data is often
not available to determine whether a
proposed symbol is well understood
throughout the world. It is rare in fact
that the original proposed symbol is the
final approved standard symbol !
Several symbols in ISO 2575
already appear in national regulations
and there are draft regulations in proc-
ess regarding control and displays that
make reference to many more of the
symbols in the 6 th edition of ISO 2575.
SC 13 hopes that the proposed regula-
tions will be revised so the final regula-
tions cite symbols in the forthcoming
7 th edition.
The importance of
legibility on displays
Visual displays can have an
important impact on the driver’s
behaviour and potential safety. The
visual information that is presented to
drivers must be legible so it can be read
quickly, accurately, and be less likely
to interfere with the primary task of
driving and thus compromise safety. If
the information is not legible, drivers
will likely spend more time looking at
the display and less time looking at the
roadway.
ISO 15008:2003, Road vehi-
cles – Ergonomic aspects of trans-
port information and control systems
– Specifications and compliance
procedures for in-vehicle visual pres-
entation, offers recommendations to
assist designers, manufacturers, and
suppliers regarding visibility-related
issues affecting transport information
and control systems.
14 ISO Focus March 2004
“ If the information is not
legible, drivers will likely
spend more time looking
at the display and less
time looking at the
roadway.”
The new standard improves
the ease with which the driver can
recognize the in-vehicle texts and
symbols while the car is in motion,
thus decreasing their mental workload
and visual distraction. Red characters
on blue backgrounds, for instance,
should be avoided since the eyes will
have trouble focusing on these colour
combinations. This standard (at draft
stage) has already been cited in a
November 2003 EU Directive (EU/R/
297 Directive 2003/97/EC) on Mirrors
and Systems for Indirect Vision.
About the author
Dr. Gary Rupp has
een with Ford Motor
Company since 1979,
where is a Principal
Research Engineer. Prior
o coming to Ford, he
was an Assistant Profes-
or of Industrial Engi-
neering at The University of Toledo,
specializing in Human Factors. Dr. Rupp
was president of the Southeast Michigan
Chapter of the Human Factors Engineering
Society from 1980-1990. He is a past
member of Transportation Research
Board’s Committee on the Measurement
and Simulation of Driving and the past
Chair of the American Automobile Manu-
facturers’ subcommittee on Human
Factors. Dr. Rupp chairs the American
Society of Automotive Engineers’ commit-
tees on Driver Vision and Human Ac-
commodation. Dr. Rupp has been chair of
ISO TC 22/SC13 since 1993, and is
involved in all its working groups.
Dr. Rupp has a BSE in Electrical Engi-
neering from Ohio State University, and
MSE and PhD degrees in Bioengineering
from the University of Michigan.
The design
One of SC 13’s standards that
defines how to measure pedal spacing,
ISO 3409, Passenger cars – Lateral
spacing of foot controls, is used as
a basis for a regulatory requirement
on the spacing between accelerator,
brake, and clutch pedals. A UNECE
regulation adopted the ISO standard
and put metrics on the pedal spacing.
This standard was one of the early SC
13 standards and has not been changed
since it was developed in the 1970’s.
The standard ISO 4040,
Location of hand controls, indica-
tors and tell-tales in motor vehicles,
exemplifies how, by standardizing the
general areas for placing controls, the
driver’s task is facilitated. This stand-
ard specifies which controls should be
located to the left or right of the steer-
ing column. For instance the ignition
control for cars should be on the right
of the steering column. In this way,
drivers know where to look for the igni-
tion key cylinder in vehicles through-
out the world. Interestingly, with the
advent of new technologies such as
card readers for starting vehicles, some
manufacturers are challenging whether
this requirement is still needed.
ISO/DIS 16121, Road vehicles
– Ergonomic requirements for the driv-
er’s workplace in line-service buses,
based on a German standard, specifies
how to design the workplace of bus
drivers, and will certainly have a big
New SAE H-Point Machine (HPM II).
 Safe driving

impact on bus design. The four parts of

this standard address driver compart- Safety : such as France, the risk per kilometre
ment dimensions, vision, information
and control devices, and cabin environ-
a priority for driven of being killed in a car accident
ment, i.e. heating/cooling issues.
SC 13 recently adopted a
manufacturers has been reduced sevenfold over a 30-
year period (figure 1, next page). The
Technical Specification (ISO 12104) and users objective of continuing to significantly
reduce the number of road victims is
that describes which direction to move thus an attainable goal.
a hand control to manually upshift In fact, in spite of the inherent
or downshift through gears without limits of the human body’s resistance
need for a clutch pedal in a manual
By Mr. Georges Stcherbatcheff,
Chair ISO/TC 22/SC 12, to impact, the development of new
transmission. Automatic transmissions technologies and new materials opens
may also have this feature to provide Passive safety crash protection up new opportunities for progress to
drivers the option of manual shifts. The systems engineers. Inter-vehicle compatibility
hand control for shifting has two set-
tings, one labelled “ + ” for upshifts and
one labelled “ – ” for downshifts (See
illustration p. 11, showing shift control
for +/- “tiptronic”-type transmissions
– the direction specified in ISO/TS
12104). The most controversial part of
this TS was deciding which direction a
floor-mounted shift lever should move Mégane: Frontal collision against
to upshift. There are equally valid deformable obstacle at speed of 64
ergonomic reasons to pull the lever kpm (EuroNCAP – European New Car
rearward (toward the driver) for upshift Assessment Programme type test).
as to push the lever forward (away
from the driver) to upshift. Research
available to SC13 showed there was
no stereotype among drivers for either
direction of motion for upshift. What
do you think is the best direction for
upshift ? Vehicles in the marketplace
today have both solutions.

Who are we ?
Subcommittee 13, with its four
working groups, has developed 16

O
ver the last ten years, auto-
standards so far, with another 10 in
mobile safety has become the
the pipeline. We have been fortunate to
priority for both manufactur-
enjoy a highly skilled group of experts,
ers and users. All of the knowledge
a membership with minimal turnover,
acquired by engineers since the
and a team spirit of hard workers.
1970s has been implemented in the
New designs and new technolo-
cars’ structures and restraint systems
gies are constantly challenging us, so
alike. Research and development has
that we can never rest on our laurels.
accelerated over the last few years,
There is continuing need and plenty of
increasing the degree of protection
interesting future work for SC 13.
available to vehicle occupants. These
developments now extend to traffic
partners outside the vehicle, and first
and foremost, to pedestrians.
These major vehicle develop-
ments have contributed to the sub-
stantial reduction in the number of
road accident victims. In a country
in a collision, for a car population that
is increasingly heterogeneous in terms
of weight, geometry and rigidity, is an
important avenue for progress, and a
challenge to engineers. “ Pre-crash ”
management is also another avenue
which shows great potential and one
which combines primary and secon-
dary safety. Rapidly developing sensor
technology, in fact, makes it possible
to envisage preparing the vehicle and
its occupants for a collision in the
moments that precede impact.
But the driver’s central role,
his/her integration in the safety loop,
remains a fundamental principle of
safety and an important factor in
development. This is true both in
ISO Focus March 2004 15
 700

600
Road Traffic Fatalities in France
500

400
Main Focus 16 600
18000
16000
5 732 300
14000
12000
10000 200
8000
terms of the role the driver has to play 6000
100
4000
in installing the child restraint system 2000
0
0
and, of course, in the fastening of seat
belts, which remain the key to protec- 1959 1972 2003
tion for vehicle occupants. Then, at
the stage when the car is being driven,
this role is to ensure primary safety.
The development of information and
communication technologies provides
new perspectives for driver control of
safety parameters, with the assistance
of various automated safety systems
and devices (ABS [Anti-lock Braking
System], ESP [Electronic Stability
Programme], etc).

Progress in child restraint

systems in vehicles
The role of ISO/TC 22, Road
vehicles standardization, notably for
subcommittee 12, which is responsi-
ble for Passive safety crash protection
systems, is to support these new tech-
nological developments, and in some
cases, to trigger them. As such, the
ISOFIX standard developed by SC 12
initiated important progress concern-
ing child restraint systems in vehicles.
Today, this progress has been con-
firmed and is upheld in legislation by
the United Nations implementing the
ISOFIX standard. Work continues in
SC 12/WG 1, Child restraint systems
in road vehicles in order to improve
child safety still further (ISO 13216,
Anchorages in vehicles and attach-
ments to anchorages for child restraint
systems, ISO 13215, Reduction of mis-
use risk of child restraint systems, ISO
13218, Child restraint systems – Report
form for accidents involving child pas-
sengers, for instance).
“ The fastening of seat
belts remains the key
to protection for vehicle
occupants.”
The SC 12’s WG 5, Anthro-
pomorphic test devices also initiated
a worldwide programme for develop-
ing a side impact crash test dummy,
the WorldSID (World Side Impact
Figure 1 – Automobile casualties in France: graph showing the evolution of fatal accidents
in France (red line) since 1959. This traffic index (100: 1959) was established against the
traffic flow daily on national roads and motorways and in proportion to the length of the
road networks.
Figure 2 – The World Side Impact Dummy
(WorldSID).
Dummy) (figure 2). Today at the
qualification test stage, this crash test
dummy represents progress in terms
of bio-fidelity and potential progress
with regard to the harmonization of
automobile technical legislation on a
worldwide basis. ISO will thus have
contributed to a virtuous circle, and
the savings generated by unified leg-
islation can be invested by automobile
manufacturers in the effort to achieve
pressing safety objectives (see ISO/WI
15830-1 to 5).
The crash test dummies are
instruments used to measure the safety
of vehicles. The criteria for injuries
measured on their body parts are
defined in SC 12/WG 6, Performance
criteria expressed in biomechanical
terms. During a test, crash test dum-
mies and the vehicle are fitted with
About the author
Georges
Stcherbatcheff
joined
RENAULT in
1972 as a
research and
development
engineer. He was
a research staff
member in the
field of impact
biomechanics before joining the design
office. Here he held several positions in
vehicle design, before being made respon-
sible for passive safety and then for tech-
nical regulations. Today he is the corpo-
rate delegate for international standards.

16 ISO Focus March 2004


several dozens of sensors that prima-
rily measure acceleration and forces.
These measurements, which are, after
all, used by nations in a vehicle’s
homologation, must be repeatable and
reproducible, and easily transmitted to
laboratories the world over. SC 12/WG
3, Instrumentation, established the
standards defining the conditions for
measuring quality, then proposed inter-
laboratory communication standards in
multimedia format that are widely used
today.
The problem of measurement
also arises during the final phase of
the comparative evaluation of safety
provided by the vehicles, within the
framework of the crash rating pro-
tocols. The WG 7, Traffic accident
analysis methodology of SC 12 details,
through its standards, the conditions of
representativity of the criteria and com-
parative evaluation measurements of
the vehicle performances under impact,
drawn from accidentology data (ISO
6546, on information core appropriate
to the field study of accidents in which
seat belts are used, and ISO 6813,
Collision classification – Terminology,
among others).
This review of SC 12’s work
emphasizes the importance of the con-
tribution to safety of ISO’s TC 22, Road
Vehicles. Other TC 22 subcommittees
such as SC 10, responsible for crash
test configurations and procedures, SC
13, responsible for on-board ergonom-
ics, SC 2 and SC 9, whose work centres
on braking and road holding, testify to
the scope of TC 22’s involvement in
terms of automotive safety, incontest-
ably a priority for ISO.
Steering into
a new source
of power
By Mr. Randy Dey,
Chair of ISO/TC 197,
Hydrogen Technologies
T
he need for clean urban air and
the growing concern with regard
to global climate changes is
forcing the society to move toward
energy resources that minimize the
emissions of atmospheric pollutants
such as carbon dioxide (CO2) and
nitrogen oxides (NOx).
The most promising avenue
in terms of a renewable, sustainable
energy system consists of using hydro-
gen in a large number of energy appli-
cations. Indeed, when hydrogen is
burned directly as a fuel or converted
to electricity and heat, its principal by-
product is water, which can be safely
returned to the environment.
Safe driving
The automotive sector is seri-
ously considering hydrogen as the fuel
that will revolutionize the industry in
a near future. All majors automotive
companies are currently investing a lot
of resources in developing prototypes
that either use hydrogen-powered
internal combustion engines or fuel
cell drive systems. The environmental
benefits that will result from the near
zero-emissions vehicles are obviously
the main driving force behind this
move. However there are many other
advantages of using hydrogen-pow-
ered vehicles. Compared to today’s
gasoline-driven vehicles, the hydro-
gen-powered vehicles could eventually
“ Hydrogen-powered
vehicles could eventually
lead to increased
performance, greater
comfort and completely
new vehicle configuration
and design.”
ISO Focus March 2004 17

Main Focus
lead to increased performance, greater
comfort and completely new vehicle
configuration and design, all of which
represent huge opportunities for the
automotive industry, but also raise
major challenges.
Establishing a
comprehensive set of
regulations and standards
One of the automotive indus-
try’s biggest challenge will be to have
in place a comprehensive set of regu-
lations and standards that will govern
the use of these new technologies and
ensure the same level of safety or high-
er compared to today’s vehicles. This
is where ISO/TC 197, which is the
technical committee of ISO responsi-
ble for the international standardiza-
tion of hydrogen technologies, can
play a major role toward this goal.
Indeed, as indicated in its busi-
ness plan, the main objective of ISO/
TC 197 is to help bringing the most
mature hydrogen technologies to the
market through pro-active standards. As
the road vehicle sector has been identi-
fied as one of the early market niches,
ISO/TC 197 is therefore committing
ISO/DIS 13985
ISO/DIS 15869-1
ISO/DIS 15869-2
ISO/DIS 15869-3
ISO/TC 197
ISO/DIS 15869-4
ISO/DIS 15869-5
ISO/DIS 17268
18 ISO Focus March 2004
Hydrogen
technologies
ISO/TC 197, Hydrogen Tech-
nologies, develops standards in
the field of systems and devices
for the production, storage, trans-
port, measurement and use of
hydrogen. The secretariat resides
with the Bureau de normalisation
du Québec (BNQ), which acts on
behalf of the Standards Council
of Canada (SCC) with Sylvie
Gingras as secretary.
the necessary resources to develop
the international standards that will be
required to move these hydrogen tech-
nologies into widespread applications.
As part of the International
Standards that are being prepared
to meet the needs of the automotive
industry, the following work items
have recently reached the enquiry
stage (see table below).
These work items are cur-
rently being circulated for approval
to the whole membership of ISO as
Draft International Standards (DIS).
Once they are approved, the resulting
International Standards will become a
reference for all the countries that are
interested in the subject matter.
Liquid hydrogen — Land vehicle fuel tanks
Gaseous hydrogen and hydrogen blends
— Land vehicle fuel tanks — Part 1 : General
requirements
Gaseous hydrogen and hydrogen blends
— Land vehicle fuel tanks — Part 2 : Particular
requirements for metal tanks
Gaseous hydrogen and hydrogen blends
— Land vehicle fuel tanks — Part 3 : Particular
requirements for hoop wrapped composite
tanks with a metal liner
Gaseous hydrogen and hydrogen blends
— Land vehicle fuel tanks — Part 4 : Particular
requirements for fully wrapped composite
tanks with a metal liner
Gaseous hydrogen and hydrogen blends
— Land vehicle fuel tanks — Part 5 : Particular
requirements for fully wrapped composite
tanks with a non-metallic liner
Gaseous hydrogen — Land vehicle filling
connectors
The ISO/TC 197 work should
also speed-up the regulatory process
by providing International Standards
that define the minimum requirements
applicable to these rapidly emerging
technologies. In this respect, ISO/
TC 197 is working closely with the
World Forum for Harmonization of
Vehicles Regulations of the United
Nations Economic Commission for
Europe (UNECE) in the development
of hydrogen vehicle regulations.
It is through this cooperation
that the technical content of the draft
liquid and gaseous hydrogen storage
systems regulations of the UNECE has
been respectively harmonized with the
technical content of ISO 13985, Liquid
hydrogen – Land vehicle fuel tanks
and ISO 15869, Gaseous hydrogen
and hydrogen blends – Land vehicule
fuel tanks (five-part standard). As the
World Forum for Harmonization of
Vehicles Regulations has recently taken
the decision to rely more broadly on
international standardization work, it is
possible that the forthcoming draft reg-
ulations on hydrogen storage systems
eventually refer to the international
standards ISO 13985 and ISO 15869
instead of reproducing them in extenso.
About the author
Mr. Randy Dey,
Chair of ISO/TC 197,
Hydrogen technolo-
gies, is a Professional
Engineer in Ontario,
Canada. He is the
President of The CCS
Global Group Inc., in
Oakville, Ontario, a consulting firm he
established in 1977. Mr. Dey is an expert
in international standards and codes
development and compliance with a spe-
cial focus on hydrogen, fuel cell and
alternate fuel sectors. Mr. Dey also holds
leadership positions in other codes and
standards committees related to hydrogen
and fuel cell technologies and chairs the
Canadian National Committee of ISO
(CNC/ISO).
 Safe driving

A hydrogen
infrastructure essential elements for the construction
of regulations.
The entry of hydrogen-pow-
The experts of the tyre industry
ered vehicles in the marketplace will
are deeply involved in the studies of
obviously also require that a hydrogen
TC 31, Tyres, rims and valves, and the
infrastructure be in place. In order to
eight technical subcommittees, which
facilitate the construction of hydrogen
cover all domains of transport by land
service stations around the world, we
(passenger cars, commercial vehicles,
are working on developing the neces-
earthmovers, industrial and lift trucks,
sary international standards. In this
agricultural tractors) and by air trans-
respect, ISO/TC 197 is working on
port. The experts also participate in
defining the minimum requirements
some subcommittees of ISO/TC 22
that will apply to the service stations
(road vehicles) for the standardization
themselves and their components.
of wheels, but also to define new stand-
In this case, we are considering all
ards for innovative systems to improve
available hydrogen processing routes,
the vehicle adherence with the road.
with service stations that store hydro-
To illustrate the utility of cur-
gen produced elsewhere or generate
rent standards, let us look the follow-
hydrogen on-site using fuel process-
ing examples of noteworthy existing
ing technologies or water electrolysis
processes. Tyres hold standards or those under development
concerning passenger car tyres.
As the service life of fuel cells
is highly dependent on the quality of
the road
the hydrogen that is being used as a
feedstock, ISO/TC 197 is also in the
process of preparing an amendment
to ISO/14687:1999, Hydrogen fuel By Dr. Jean-Jacques Almon,
— Product Specification. This amend- Chair ISO/ TC 31, Tyres, rims
ment should help meet the needs of the and valves, SC 3, Passenger car
automotive industry that is developing
fuel cell vehicles by defining a new
tyres, Michelin, Standardization
category of fuel that will be more suit- and Regulation Department,
able for fuel cell applications. Clermont-Ferrand, France
ISO/TC 197 definitely wants to

T
hree sets of tyre standards have
facilitate the introduction of hydrogen-
been developed by the tyre
powered vehicles to the market. This is
industry to follow the vehicle
why it is proactively seeking participa- Standards that hold
growth market inside the three major
tion of the automotive manufacturers, the road
economic areas (Europe, North Amer-
the infrastructure companies and their
ica, and Japan). In each area, the objec- The distance that a vehicle trav-
major suppliers to join the ISO techni-
tive was to define the common tech- els for each revolution of its tyres is a
cal committee on hydrogen technolo-
nical performances in terms of design factor used more and more by vehicle
gies so that they can bring forward
characteristics for each tyre catego- electronic systems. In particular, this
their standardization requirements.
ry, according to the local specifica- allows the driver to know his speed
ISO/TC 197 looks forward to work-
tions of vehicles, road designs and tyre instantaneously. This is determined by
ing with all interested parties toward
uses in order to guarantee tyre inter- the rolling circumference of the tyre
the building of a strong hydrogen
changeability between different brands under normal driving conditions (tyre
economy.
for the user. Today, market globaliza- deflection according to the supported
tion imposes universally recognized load and adapted pressure).
and compatible technical solutions. A standardized measurement
ISO standards propose to progressive- method is needed to calibrate the
ly harmonize these professional stand- measuring equipment in the dashboard,
ards relative to product characteristics. in particular for the indicators of speed
They also propose standards concern- and distance covered. ISO 17269:
ing performance in use and measure- 2000, Measurement method for rolling
ment methods, thus completing the circumference of new tyres, contributes

ISO Focus March 2004 19

Main Focus
to the interchangeability of tyres for a
given vehicle, and its application by
tyre makers allows the information
given to the driver to remain correct
even if he or she changes his tyres.
Measuring noise levels
The overall noise level of a
vehicle stems from several sources
of sonic emissions. Some of these
sources are found in the vehicle
itself (powertrain, motor, vibration of
structural elements, and others) while
others come from the rolling of a tyre
on the road surface. The ISO standard
for measurement method for noise
emanating from tyre/road contact
(ISO 13325:2003) defines a method
for determining the noise generated by
contact with the road surface. It applies
equally to tyres on passenger cars and
on trucks. The measurement involves
measuring the noise generated by a
vehicle coasting at a given speed with
the motor shut off and the transmis-
sion in neutral (the coast-by method).
Another standard, ISO 362:1998, cur-
rently under revision (ISO/CD 362), is
used to determine noise specific to the
powertrain itself
The test conditions speci-
fied in the ISO 13325:2003 standard
have been essentially copied for the
European directive 2001/43/CE, which
imposes maximum noise levels for new
tyres approved after 4 August 2003.
Adherence of tyres to
wet road surfaces
ISO Working Draft 23671:
2003 on the measurement method for
the adherence of tyres on wet road
surfaces, which is in the final editing
phase, describes a method for evaluat-
ing a relative index of braking capac-
ity on wet road surfaces for new tyres
tested under normal vehicle use condi-
tions. In order to be useful, the test has
to be reproducible and discriminating.
Many test parameters have to be con-
trolled in order to limit the dispersion
of the results (vehicle characteristics,
tyre conditioning, type of solicitations
the tyre is subjected to, definition of
20 ISO Focus March 2004
A draft regulation concerning
wet grip which is based on the principles
and experimental conditions of the ISO
standard is currently being prepared by
the World Forum for the Harmonization
of Vehicle Regulations (WP.29).
Driving safely with tyres
losing air pressure
The current ISO run flat stand-
ard (ISO/NP 16 992, Run Flat systems
Standards) concerns passenger car tyres
that can allow the driver to continue on
his way in a safe manner, even if he
loses air pressure in one of the tyres.
This additional mobility may vary to a
large degree according to the equipment
installed and to real operating conditions
of the tyre in run flat mode; the objective
of the proposed standard is to qualify
the run flat performance level of these
systems which are being introduced into
the market today with a test. Therefore,
the driver has continued control of the
vehicle (in speed and direction) in order
to reach an appropriate place for serv-
icing. Here we have another example
of a standard following technological
progress in the marketplace
Tests on
wet
surfaces Overall performance
and for guidelines for tubeless
noise tyres
control.
A draft International Standard
Tyre pressure monitoring systems
(ISO/WD 21750:2003) deals with
electronic “ Tyre Pressure Monitoring
Photos : Courtesy Michelin
Systems ” (TPMS) for tubeless tyres
in association or not with a Run Flat
System for passenger cars.
The systems are to be able to
survey all tyres excluding the tyre of
the temporary use spare wheel and
provide information to the driver.
the test track and the water depth, It establishes overall perform-
among others). ance guidelines for the systems and
The originality of the test their components, independently of
resides in the use of a reference tyre the physical principles and the tech-
standardized by the profession, which nological solution which have been
is tested under the same conditions as selected to monitor the tyre pressure
the test tyre. The performance of the and to deliver relevant information to
tested tyre is expressed as an index the driver if the pressure of one, sev-
relative to the performance of the ref- eral or all tyres is underinflated for the
erence tyre. intended service conditions.

This standard is being devel-
oped within ISO/TC 22 in cooperation
with the car manufacturers and elec-
tronics suppliers.
Two complementary
orientations
In conclusion, an increasing
role of international standardization is
foreseen in the automotive sector with
two complementary orientations :
– To accompany, or even to antici-
pate technological innovations of
road vehicles and their equipment
(tyres in particular) put on the mar-
ketplace.
– To supply regulatory bodies with
specifications of test methods
or design guides suited to reply,
through regulation, to the needs
expressed by the public : improv-
ing the users’ safety and reducing
negative environmental impacts
caused by land transportation.
About the author
Jean-Jacques Alm-
n graduated as a
Chemical Engineer
nd as Ph D. in
Physical Chemistry
as been working
ince 1977 in the
Michelin Group
France).
For the last two years, he has been in
charge, the Standards and Regulations
Department, of following tyre regula-
tions and standardization activities in
relation to public authorities and profes-
sional organizations .
At the start of his career, Dr. Jean-Jacques
Almon had primary responsibilities in mate-
rial research and developments programmes.
Subsequently, he was successively involved
in projects related to quality and environ-
mental management ; in this field, he has
been responsible at the Corporate level for
managing Michelin’s policy on used tyres.
He currently chairs TC 31, Tyres, rims and
valves, SC 3, Passenger car tyres. He is also
President of TNPF (French manufacturers’
association for the standardization of tyres).
Safe driving
Do not reinvent ards were created when there were
the wheel ! a wide variety of bolt patterns and
fasteners in use. By standardizing
these dimensions, the new wheels
have migrated to the ISO standards.
TC 22/SC 19 is still working on new
By Mr. John Kinstler, Chairman standards related to the uniformity of
TC 22/SC 19, Road wheels wheels for ride control, balance weight
standards for clip on weights, fasteners
S
tandards related to wheels
strength properties for passenger car
for cars and trucks have been
wheel nut seats, and maintenance for
worked on since 1972. ISO/TC
wheels. The last standard will define
22/SC 19, Road Wheels was formed in
conditions for a wheel to be removed
1972 and has been active ever since.
from service if the wheel will no
The scope of the subcommittee is
longer safely perform its functions.
standardization of wheels and wheel
The standard also defines the causes
mounting systems with particular ref-
for these conditions so that users can
erence to nomenclature, interchange-
replace the wheel and fix the condi-
ability, and test procedures. There are
tions that caused the problem with
seven standards issued on wheels and
the original wheel. All of this work is
three more at the DIS ballot stage.
done so that everyone does not have to
Why do we need wheel stand-
reinvent the wheel.
ards since wheels have been around
for over 2000 years ? The first stand-
ards established evaluation methods
for fatigue and kerb impact properties About the author
so that global vehicle manufacturers
could evaluate wheels from different John R. Kinstler is chairman of ISO/TC
wheel manufacturers and still maintain 22/SC 19, Road wheels. He is also the
the safety required. The performance chairman of the USA technical advisory
for each wheel is not specified since committee for wheels in the USA. Kinstler
the application and usage is different began his career at Goodyear Tire and
Rubber in 1970. He soon transferred to
for different type of vehicles and in
Motor Wheel in Lansing, Mich. where he
various areas of the world. The next
held various engineering and management
standard defined nomenclature in positions. In 1996, Hayes Lemmerz Inter-
English, French and German so that national, one of the world’s leading global
all users could communicate with the suppliers of automotive and commercial
same concepts. The standard also cov- highway wheels, brakes, suspension,
ers marking of the wheels to match up structural and other lightweight compo-
with tyres and let users know what size nents, acquired Motor Wheel where John
they are using to allow proper fit to the Kinstler held the position of Vice Presi-
vehicle and tyre. Since commercial dent of Engineering for the Fabricated
vehicles are more global in usage Wheel System Business Unit, located in
Northville, Mich.
than the automobiles, standards for
these wheels John retired from Hayes Lemmerz in 2002
include the after 33 years in wheel engineering and
bolt pat- currently consults on wheels.
terns used
to attach the
wheel to the
Photos : Courtesy Michelin
vehicle and
the fasteners,
dimensions
and strength
properties.
These stand-
ISO Focus March 2004 21
Developments and Initiatives
Interfaces between launch vehicles
and spacecraft
By Mr. Philippe Boland, TC
20/SC 14, Space Systems and
operations, WG 2, Interfaces,
integration and tests (France),
Head of French Delegation and
Project Leader
W
hen the WG 2 members
of TC 20/SC 14, Space
Systems and operations,
met for the first time, back in 1993, as
an international committee of launch
vehicle specialists, they agreed that
the prime subject of interest for stand-
ardization ought to be launch vehicle
and spacecraft interfaces. In fact, this
was probably the first time that launch
vehicle experts from Europe, Japan,
Russia and the USA (China and
Brazil joined the group later) started
discussing about technical informa-
tion on launch systems developed on
national grounds and implemented by
commercial agencies involved in open
competition.
It is amazing that this aspect
never surfaced in the course of the
many work sessions held by the group.
On the contrary, technical discussions
have always been held by all of the
national experts with a scientific and
objective attitude, with the constant
aim of reaching final agreement. This
was certainly the key to the success of
this intellectual venture.
This first meeting was the
starting point of a long approach to
the problem, including the defini-
tion of the interface concept in the
context of space transportation, the
characterization of the various techni-
cal aspects related to interfaces, and
a consensus as to what could be the
subject of standardization. In the fol-
lowing years, an impressive series of
passionate and never-ending technical
discussions, held in a multi-lingual
environment, finally materialized in
the first draft of a future standard
22 ISO Focus March 2004
entitled Launch-vehicle-to-spacecraft
interfaces, now published as ISO
14303.
In the meantime, the working
group recognized the need to develop
not only one, but a set of standards
that fully describe the overall process
Glossary
Spacecraft interfaces :
all technical aspects related to
the interaction between space-
craft and launch systems for
the following phases addressed
in a launch contract : spacecraft
preparation with resulting verifi-
cation analyses and tests, ground
operations, launch and flight until
separation of the spacecraft from
the launch vehicle.
Launch vehicle contractor :
representative(s) of a launch
vehicle service provider bound by
contract with a customer for the
launch of a spacecraft.
Spacecraft contractor :
representative(s) vis-à-vis the
launch vehicle contractor of the
spacecraft customer (or of the
spacecraft manufacturer acting
for the customer).
Launch vehicle authority :
representative(s) of a launch
vehicle service provider entitled
to take technical or programmatic
initiatives concerning the launch
vehicle to spacecraft interfaces.
Launch system capabilities :
performances of the launch
vehicle and associated ground
facilities in terms of launch cam-
paign efficiency and delivered
orbit (payload mass and orbital
characteristics).
of exchanging technical information
between launch vehicle and space-
craft contractors. This approach took
into consideration common prac-
tices already established in the launch
business. In this respect, the follow-
ing additional projects of standards
were undertaken in sequence : ISO
15863, Spacecraft-to-launch-vehicle
interface control document, published
in late 2003 and ISO/DIS 17401,
Spacecraft interface requirements
document for launch vehicle services,
in publication.
Presentation of the
series of three standards
This series of three documents
contains a standard presentation format
of the overall procedure necessary to
define the respective technical require-
ments of spacecraft and launch vehicle
contractors when launching commer-
cial or scientific spacecraft by means
of any of the existing commercial
launch systems. The rationale behind
this approach is explained below.
ISO 14303 provides a general
format for writing a launch-vehicle-
to-spacecraft interfaces document
with a comprehensive presentation
of the major topics that are usually
incorporated in a launch vehicle user’s
manual.
This document is written by the
launch vehicle authority and is intend-
ed for use by customers. It contains a
general description of the launch vehi-
cle and launch base characteristics,
a detailed presentation of the launch
vehicle to spacecraft interfaces and
launches facilities to spacecraft inter-
faces, and an inventory of the launch
services. The launch system capabili-
ties and limitations are clearly defined.
The resulting potential constraints
imposed by the launch system on the
spacecraft design or integration proce-
dure are explained.

ISO/DIS17401 provides the
general format for writing an inter-
face requirement document (IRD)
for launch vehicle services. The IRD
includes the overall requirements of
the spacecraft customer for a specific
mission, in relation to the launch facili-
ties and services offered by the launch
agency as described in the correspond-
ing user’s manual.
This document is presented in
the form of a questionnaire that must
be filled in by the spacecraft contrac-
tor. The latter will provide a general
description of the spacecraft and relat-
ed mission, detailed information about
the spacecraft to launch vehicle and
spacecraft to ground facilities inter-
faces, and the list of launch services
that are requested.
ISO 15863 provides the general
format for writing an interface control
document (ICD) between spacecraft
and launch vehicle contractors. The
ICD is the contractual document that
verifies and controls the compatibility
between the spacecraft and the launch
vehicle for a specific mission.
This document is written by the
launch vehicle contractor in response
to the IRD submitted by the spacecraft
contractor. It is revised periodically
by both parties and amended on the
basis of a common agreement. The
ICD specifies the customer dedicated
launch vehicle mission, establishes the
spacecraft to launch vehicle and space-
craft to launch facilities interfaces, and
defines the launch services required
in relation with the preparation of the
spacecraft and its integration on the
launch vehicle.
The major common
subjects of the three
standards
As can be inferred from the
above logic, these standards have
very similar topics ; however they are
treated from a different perspective
in each document, which makes them
inseparable. In what follows, we give
a brief description of the major com-
mon chapters, taking the ICD standard
as reference, since all relevant subjects
are developed from both the launch
vehicle and spacecraft standpoints.
The main subjects incorporate
mechanical, electrical, radio frequency
and electromagnetic interfaces, launch
vehicle and spacecraft mission char-
acteristics, verification analyses and
tests, and launch range operations. The
information is supposed to be provided
in drawings and in tabular or narrative
format with figures.
The mechanical interface
chapter provides the specific charac-
teristics and parameters that establish
the mechanical interface between the
spacecraft and the launch vehicle. This
chapter covers the overall configura-
tion of the spacecraft with respect to
the launch vehicle with special atten-
tion to the allowable usable volume
within the payload compartment.
Critical clearance information is pro-
vided in detail. A section on the space-
craft and launch vehicle adapter deals
with the physical characteristics of the
interface, the mating system (clamp-
band or pyrotechnic bolts) and the sep-
aration system. Finally, the mechanical
aspects of connectors, micro-switches
and gas or fluid connection interfaces
are listed.
The electrical interface chapter
addresses typical electrical parameters
related to power supply, umbilical
connectors and wiring links between
the launch vehicle and the spacecraft,
and electrical commands initiated by
the launch vehicle and dedicated to the
spacecraft. The latter consist of pyro-
technic, dry-loop and electrical com-
mands. Schematics of the spacecraft
electrical circuits related to pyrotech-
nic commands are requested. On the
other hand, the launch vehicle contrac-
tor gives indications about potential
constraints applicable to the spacecraft
circuitry as a result of commands gen-
erated by the launch vehicle.
“ This was the first time
that launch vehicle experts
from Europe, Japan,
Russia, the USA, China
and Brazil discussed
technical information on
launch systems.”
The radio-frequency and
electromagnetic interface chapter
contains the list of launch vehicle and
spacecraft radio frequencies, with typi-
cal characteristics of the transponders
and associated transmission plan for
ground operations and flight. Of equal
importance is the telemetry and com-
mand links that are activated during
ground operation between the space-
craft and related control facilities,
either through radio-frequency com-
munications or via ground lines (base-
band links). Key items include the
description of the various spacecraft
antennas, the definition of radio-trans-
parent windows or repeater systems,
ISO Focus March 2004 23
Developments and Initiatives
the elaboration of the radio-frequency
link budget and the base-band system
characteristics.
The launch vehicle and space-
craft mission characteristics chapter
accommodates most of the mission
analysis input and output data. In par-
ticular, the spacecraft mass and inertia
characteristics, a model of the sloshing
masses (when propellants represent
a significant fraction of the total
spacecraft mass), and all spacecraft
mission constraints that can affect the
trajectory profile, the attitude or the
sequence of flight events of the launch
vehicle. Similarly, the launch vehicle
contractor supplies a synthesis of tra-
jectory and orbital data derived from
mission analysis studies. The launch
window is typically a spacecraft input ;
however, in case of multiple spacecraft
launches, the launch vehicle contractor
may require the corresponding opera-
tional constraints of the co-passengers
for verification purpose. In this case, a
standard dual launch window is defined
in the user’s manual of the launch vehi-
cle. Finally, the spacecraft attitude at
separation (fixed or sun dependent) is
specified in some appropriate refer-
ence frame, taking into consideration
the separation mode (3-axis stabilized
or spinning spacecraft).
The verification analyses
chapter is devoted to the environment
induced on the spacecraft by trans-
portation, ground operations, and the
launch vehicle countdown and flight
phases. The results of these analyses,
carried out by the launch vehicle con-
tractor, can be stated either explicitly,
or by reference to applicable docu-
ments. The main subjects are : static
and dynamic loads, random vibrations,
acoustic noise, shocks, thermal and
electromagnetic environments.
The verification tests chapter
provides concise information showing
the compliance of the spacecraft test
results with the corresponding launch
vehicle requirements. The results of
these tests can be stated either explic-
itly, or by reference to applicable
documents. The series of potential
environmental tests consists of static
load, modal survey, sinusoidal vibra-
24 ISO Focus March 2004
tion, acoustic noise, random vibration
and shock. In addition, some compat-
ibility tests between the launch vehicle
and the spacecraft may be requested.
The list includes match-made (or
‘fit-check’), separation, clearance
measurement, electrical continu-
ity, electromagnetic compatibility, and
radio-frequency link.
The Launch range operations
chapter documents the facilities and
support available for the launch range
operations dedicated to the spacecraft
contractor mission. The following
operations correspond to so many
facilities that are necessary to ensure
proper preparation and integration
phases for the spacecraft : handling
and transport ; preliminary prepara-
tion ; tank filling; control and final
assembly ; remote control for hazard-
ous operations ; composite assembly ;
mating with launch vehicle ; mission
control. The latter requires a complete
description of the range communica-
tion network and associated mode of
operation for all types of transmis-
sions, and of the umbilical-line and
ground-line network. Finally, the list
of technical and general range services
is provided.
About the author
Philippe Boland, a member of TC 20/
SC 14, Space Systems and operations,
WG 2, Interfaces, integration and tests, is
Head of the French Delegation and Project
Leader, and studied as a Phycisist
Engineer and Doctor in Applied
Mathematics at the University of Louvain,
Belgium.
He has worked as a visiting scientist at the
University of California San Diego (1974),
a research affiliate at the Jet Propulsion
Laboratory, Pasadena (1975), Attitude
control & mission analysis specialist for
European Space Agency (1976-1981) and
a System studies specialist at Arianespace
(since 1982). He has been ISO representa-
tive for Arianespace since 1996.
Barcoding for
By Mr. King G. Yee, Ph.D.,
Convener of ISO/TC 20,
Aircraft and space vehicles,
WG 13, Integrated data
processing materials manage-
ment, and Mr. Lawrence H.
Org, Boeing Systems Architect,
Seattle Washington, USA
I
nternational economies and the
operation of global businesses rely
on the timely exchange of accurate
data. ISO/TS (Technical Specification)
21849, Aircraft – Integrated data
processing materials management
– Bar coding, defines a consistent
process and the business rules and
data structure that permit industry
and government enterprises including
airlines, manufacturers, and suppli-
ers, and repair agencies, regardless of
ownership, to uniquely identify and
expedite the exchange and manage-
ment of essential and historical infor-
mation generated over the life cycle
of its products using state-of-the-art
technology. This technical specifica-
tion was created to enable lifetime part
tracking for critical parts or tangible
items that are used by industry and
by military interests. The purpose of
the technical specification is to iden-
tify a common method, data structure
and business rules, for data sharing
that will promote safety, efficiency,
cost effectiveness, and technological
advancement to support multi-faceted
business applications and users.
ISO/TS 21849 is not media- or
technology-specific, and provides a
common process for the identification
and management of both military and
commercial products. ISO/TS 21849
allows part identification with multiple
common and widely accepted methods
in such a way that users may interoper-
ate with appropriate supplier equipment
and derive any of the alternate identifi-
cation data from the marked data on the
permanently identified part.
the aircraft industry
ISO/TS 21849 and its current
revision aimed at its transformation
into a full ISO International Standard
has been in development for several
years. Collaborating and contributing
to the development of this standard
have been the members of ISO/TC 20,
Aircraft and space vehicles, Working
Group 13, Integrated data processing
materials management, Air Transport
Association (ATA), and the members
of TC 184, Industrial automation sys-
tems and integration, SC 4, Industrial
data.
ISO/TS 21849 is based on
the Air Transport Association (ATA)
Common Support Data Dictionary
(CSDD) and the business rules of ATA
Spec2000.
Identification of parts
The basic concept for the iden-
tification of parts under ISO/TS 21849
is that of each part having a unique
identity that will function in much the
same manner as Social Security Num-
ber (SSN) provides a unique identity
for each individual.
Lifetime Item Level Part Track-
ing enables Product Data Management
over the Product Life Cycle includ-
ing :
• Life Cycle Traceability.
ISO/TS 21849
• Provision of reliable and accu-
rate data for business systems,
financial accountability, and asset
management purposes to promote
improved data quality and global
interoperability.
• Enables more accurate audit opin-
ions on the property, plant, and
equipment and operating materials
and supplies portions of financial
statements.
• Spare Parts Procurement.
• Configuration Management.
• Logistics Management (supply
chain, warehousing, transporta-
tion).
• Maintenance and Repair Manage-
ment/ Warranty Service.
• Inventory Management.
• Avoidance/Elimination of Unap-
proved/ Rogue Parts.
• Disposal.
A technology
independent process
ISO/TS 21849 is important
because international economies and
the operation of global businesses rely
on the timely exchange of accurate
data. The standard provides rules,
guidelines, and definitions that allow
clear, accurate, and efficient com-
munication of business information
to be generated and to be exchanged
by trading partners and by associated
business interests within the industry/
government supply chain.
The standard is important
because it embraces the whole product
life cycle from creation to disposal and
enables life cycle item identification
tracking during all components of the
life cycle flow.
Equally it is important because
it allows interoperability between dif-
ferent identification marking and label-
ling standards processes for example,
those employed by European Article
ISO Focus March 2004 25
Developments and Initiatives
“ Each part has a unique
identity like a social
security number
for each individual.”
Numbering/Uniform Code Council
(EAN.UCC) Standards, Material
Handling Institute (MH10) Standards,
and by Air Transport Association
(ATA) Standards. The interoperabil-
ity is the result of the collaboration
of diverse industry and government
groups with converging interests.
ISO/TS 21849 is important
because it is designed to endure as a
technology independent process that
can work well with human readable
information, with either linear or two
dimensional bar code, with RFID
(Radio Frequency Identification) tags,
or with other automatic identification
technologies that are yet to be devel-
oped.
ISO/TS 21849 is important
because it is an International Standard
that has been developed under the
auspices of ISO, the worldwide fed-
26 ISO Focus March 2004
eration of national standards bodies
(ISO member bodies) and its technical
committees. The close international
collaboration assures that the resulting
standard is robust and representative,
Consumers
and that it has withstood many techni-
cal challenges during the process of its
development.
Now where?
The current ISO/TC 20/WG 13
work on the revision of ISO/TS 21849
for its transformation into a full ISO
International Standard is progressing
well. The submission of a pertinent
ISO/DIS is expected in 2004.
That future ISO 21849 is
expected for possible deployment in
a number of applications across the
aerospace and transportation indus-
tries. Its schema has been adopted for
RFID for asset management in a num-
ber of industrial applications in Europe
and the USA.
Planned future enhancements
include customer-in requests to
enhance the standards for new RFID
applications in multiple industries as a
TC 184/SC 4 project.
About the authors
King Yee is a
Lawrence H.
Org is a Systems Boeing Senior
Architect at Technical Fellow
Boeing and is the
Commercial Boeing Product
Airplane and the Data Technology
Chair of the Program
Companywide Manager. His
Machine primary research
Readable Code area is harmoni-
Technical zation and inte-
Working Group. He is a graduate of the gration of large-scale systems. In support
of ISO development, he is the PDES, Inc.
State University of New York. He has
more than 30 years of experience in technical chair, developing ISO product
design for manufacturing and the develop- data models and the PLCS, Inc. co-chair
ment of new technology and advanced developing a product life cycle manage-
manufacturing processes. Recently he has ment model.
been responsible for advancing new com- King holds a Ph.D. in Systems Engineering
pany and international standards and for from the University of Washington. Prior
defining solutions involving Automatic to joining Boeing, he was a consultant to
Identification Technologies. the National Institute of Health and held
teaching assignments at Portland State
University and Seattle University.

want International
Standards for
second-hand goods
By Mr. Steve Williams,
Co-convenor, COPOLCO
Working Group on Second-
Hand Goods, Trinidad and
Tobago, and Ms. Sadie Homer,
Senior Standards Officer,
Consumers International
T
he ISO Consumer policy com-
mittee (COPOLCO), at its
annual plenary meeting held
in Bangkok, Thailand, in September
2003, endorsed the proposal to develop
an International Standard on second-
hand goods. The aim is to establish
a set of consensus-based international
and measurable criteria against which
second-hand goods can be evaluated
to protect consumers against risk to
health and safety when purchasing
such items. The recommendation
marks the culmination of six years of
research by Consumers International
and national standards bodies in an
effort to gather relevant information
that can serve to justify the need
for an International Standard. It will
eventually be taken to the Technical
Management Board (TMB) of ISO
for final approval before International
Standards work can proceed.
Why do we need
standards for second-
hand goods?
Second-hand goods are goods
that have previously been in service
and are re-entering the market for sale
or donation. These would not include
items that have been factory recondi-
tioned and accompanied by warranty/
guarantee certificate.
International Standards play a
major role in facilitating trade globally
by addressing areas such as health and
safety, performance, product informa-
tion and testing to name a few. These
standards provide confidence to both
manufacturers and consumers of new
products.
In an effort to protect consum-
ers against undue risk to health and
safety that may be inherent with the
escalation in trade of second-hand
goods, International Standards will
mean that goods conforming can
be evaluated in a cost effective and
consistent fashion. These standards
should address concerns of consumers
globally, provide stakeholders with an
international benchmark to facilitate
trade, serve as an adjunct to regulatory
approaches, especially in developing
countries where consumer protection
is less developed, and establish a level
playing-field that will benefit cross-
border trade.
“Consumers want safe
and serviceable
second-hand goods
that they provide
some form of value
for money.”
With the increases in world
trade of second-hand goods, new chal-
lenges have emerged. Consumers want
the assurance that second-hand goods
are safe, serviceable, and that they
provide some form of value for money.
Governments, on the other hand,
have the responsibility of preventing
their countries from being used as a
dumping ground for unwanted and
hazardous products, whilst at the same
time encouraging the benefits to both
economy and environment that the
extended use of products offers. And
all the while, business enterprises
would like to have access to this new
and emerging niche market. These
wide and varying concerns can only
be addressed through the confidence
that is placed in the established pro-
cedure for developing International
Standards.
Traditionally, standards were
developed for new products listing
ISO Focus March 2004 27
Developments and Initiatives
minimum acceptable criteria for pro-
duction. These served as guidelines for
manufacturers and service providers
and were incorporated into business
practices and processes before the
product or service was delivered to
consumers.
However, when standards are
being developed for second-hand
goods (which by their nature have
already been manufactured and have
provided some service), it is important
to ensure that the elements and crite-
ria of these standards are practical,
reasonable and measurable. A stan-
dard for used pneumatic tyres, which
states that the minimum acceptable
tread depth on used tyres ear-marked
for export should be x millimetres
is one that would encourage export-
ers of used tyres to only export tyres
which are able to withstand some use
before they are deemed unserviceable,
and thereby prevent importing coun-
tries from being used as “ dumping
grounds ” for non-roadworthy tyres,
which will contribute to environmental
problems. This criterion is measurable
and clearly should serve as a trade
facilitation mechanism and not as a
technical barrier to trade.
Generic or specific ?
In examining the results of
a just-concluded survey, consumer
groups are mainly interested in
International Standards for used tyres,
vehicles, electrically-powered appli-
ances and tools, and clothing. The
areas of concern identified related to
health, safety, product information,
servicing and repairs and the environ-
ment. The question that one now has
to address is whether the standard(s)
should be generic or specific. Currently,
countries such as Yemen, Tanzania, St.
Lucia, Kuwait, Kenya, the Philippines
and Botswana, as well as France,
Italy, Kenya, Mexico, and the United
Kingdom, to name a few, already have
specific national standards for used
goods which are being implemented.
Trinidad and Tobago, for example, is
one of the countries experiencing a
healthy trade in used tyres. In 1993,
28 ISO Focus March 2004
when the national standard was first
implemented, the percent of rejected
tyres per container could reach as
high as 80 %. Today, approximately 10
years later, the rejection rate has been
reduced to less than 6 %.
These existing national stan-
dards could serve as valuable refer-
ence material in the development of
International Standards. On the other
hand, due to the diverse nature of the
products identified, it is the opinion of
the writers that generic standards will
not offer maximum protection to con-
sumers for the related products.
Existing technical committees
that may be able to accommodate
these new work items are TC 22, Road
Vehicles, TC 38, Textiles and TC 31,
Tyres, rims and valves. There may also
be need to liaise with the IEC in an
“ The criteria should be
that the standards are
practical, reasonable and
measurable.”
effort to collectively address concerns
related to electical-powered appliances
and tools. Should the existing TC’s be
unable to accommodate this new work
item, the survey of NSB’s showed that
there is sufficient interest internation-
ally to warrant the establishment of a
new TC.
Relationship with trade
agreements
In the context of the Free Trade
Area of the Americas (FTAA), the
World Trade Organization Technical
Barriers to Trade Agreement (WTO
TBT) and other
agreements
that are sure to
emerge in our
ever-changing
environment,
trade will be
conducted in a
virtually bor-
der-less world.
The effect of
these changes
can place innocent and unsuspecting
consumers at the mercy of those with
unscrupulous business practices. In
order for global trade to succeed, con-
sumer confidence must be assured.
Developing countries in par-
ticular are not in a position to pro-
tect their consumers and environ-
ment against undue risk in a free
trade world. With the introduction of
International Standards for second-
hand goods, all stakeholders, namely,
exporters, importers, consumers and
governments, would have available a
set of transparent, consensus-based
criteria that can serve to protect con-
sumer interests, and at the same time,
facilitate cross-border trade.
Research has convinc-
ingly demonstrated that the need for
International Standards for second-
hand goods has received widespread
support from developing, transitional
and developed countries in response to
the rapid growth in international trade
of second-hand goods. Some of the
concerns expressed by these countries
relate to the environment, health and
safety, product information, servicing
and performance.
The areas to be
covered ?
In February 2003, a sur-
vey questionnaire on the need for
International Standards for second-
hand goods was circulated to mem-
bers of both COPOLCO and ISO’s
Committee for developing countries
matters (DEVCO). Survey results have
identified the main problem areas as
clothing, household electrical appli-
ances, electric tools, baby cribs, vehi-

cles and pneumatic tyres, all of which
may pose risk to health, safety and/or
the environment. Performance speci-
fications, relating to health and safety,
servicing, and product information are
the main requirements that must be
addressed to provide and enhance cus-
tomer satisfaction internationally.
Responses from 31 countries
indicated that concerns regarding
second-hand goods were brought to
the attention of at least one of their
national bodies, either public authori-
ties, standards organizations or con-
sumer groups. The common problems
that were reported related to health,
safety, performance, environment,
product information, servicing, repairs
and guarantees. More than 50 % of the
countries indicated that there existed
national standards and/or laws that
were either being enforced or under
the process of development, which
stipulated requirements for second-
hand goods. Most of these countries
agreed that International Standards
needed to be introduced.
Challenges in developing
national standards
Some countries have devel-
oped national standards and/or have
laws that are used by their regulatory
agencies as guidelines to prevent poor
quality or inferior goods from crossing
their borders. Governments and regu-
latory agencies are sometimes chal-
lenged by commercial stakeholders to
justify that these national regulations
are neither technical barriers to trade
nor protective measures, that were put
in place to ensure the survival of local
industries.
These challenges may take the
form of trade disputes or some form
of diplomatic exchange which can
be time-consuming, very costly and
unnecessary and which ultimately
negatively affect the atmosphere in
which the trade is being conducted.
Measures that are put in place to
protect consumer interests may ini-
tially present some obstacles to those
already involved in the import and
export of second-hand goods, some
of which may be questionable prod-
ucts. Consumers may have to pay a
little more for some used products.
However, the quality of these products
About the authors
Steve Williams
as been
mployed at the
Trinidad and
Tobago Bureau
f Standards
TTBS) for the
ast 15 years,
nd during this
me has played
n active role in
the development of national standards for
the inspection of second-hand pneumatic
vehicle tyres and electrically powered
appliances, and at present is in charge of
the Tyre Inspection Unit at TTBS.
He has also conducted numerous tyre
training programmes for regional standard
bodies with the aim of improving their
capability of inspecting and monitoring
second-hand tyres being imported into the
region.
should be such that the unsuspecting
consumer would not be exposed to
undue risk, and trade in these items
should not result in environmental
problems being transferred from one
country to another. International stan-
dards would ultimately build consumer
confidence and give credibility to the
second hand goods market, allowing
growth without threatening the health,
safety or environment of the importing
country.
Next step for second-
hand goods
COPOLCO recommends that
work on International Standards for
second-hand goods begin. It is now
awaiting a response from the ISO
TMB to its request, and the Trinidad
and Tobago Bureau of Standards
(TTBS), in view of its involvement
and experience in dealing with the
trade in second-hand goods, wishes to
take this opportunity to invite readers
who are interested in commenting or
providing additional information on
the subject matter, to please contact
Steve Williams at the following e-mail
address, steve.williams @ ttbs.org.tt
Sadie Homer
gained her expe-
rience in con-
sumer testing
and product
standards whilst
working for the
United
Kingdom’s
Consumers’
Association, at
their test laboratories, between 1983 and
1996. She has also represented consumers
in standards committees at the United
Kingdom, European and International
level, over the last 10 years. Sadie joined
Consumers International in 1997 as their
Standards Officer, and is responsible for
coordinating and ensuring the views of
CI’s member organizations are heard with-
in the ISO and IEC, at committee, policy
and strategic levels.
ISO Focus March 2004 29
Developments and Initiatives
Reliability of fluid power products
By Mr. John F. Berninger,
Chair ISO/TC 131, Fluid power
systems
S
uppose you were asked how
reliable is any mechanical
device you own – how would
you answer? Your car might have had
some moments of difficulty in the
past, and you might hesitate before
you answer the question. Now, if you
put that question to the person selling
you the car, do you think they would
give you a technical answer? Or a typi-
cal salesperson’s reply: “Oh, it is very
reliable!”
But industrial customers who
build machines with fluid power
systems want to know the technical
answers. They sell their machines for
production operations, and their repu-
tation for good performance depends
on how well a machine runs. Of
course, fluid power is not the only sys-
tem on a machine – there are mechani-
cal and electrical systems also. But, for
some of those systems, good reliability
information exists – which is useful
during operations to predict when ser-
vice is to be performed.
The most frustrating experi-
ence in a production operation is an
unexpected breakdown. Perhaps you
have had that experience with your car
30 ISO Focus March 2004
and can appreciate the helpless feeling.
Maintenance helps to prevent those
problems, but you need to know when
to perform the service. If there is no
information with which to develop a
schedule, the responsible engineer will
be conservative and recommend that
it be done frequently. This becomes
a nuisance, followed by the user skip-
ping the procedures occasionally and
ultimately failures ; which, of course,
leads to complaints.
How a fluid power
system (in this case,
pneumatic) is used
on an automatic
assembly machine.
Reducing the time
of testing
The fluid power manufacturers
and users who participate in ISO/TC
131 have initiated a programme to
develop ISO standards for determining
the reliability of their components by
testing. The motivation is to enhance
the image of our industry as one that
is progressive and eager to advance its
knowledge base by providing custom-
ers with technically sound information
on the reliability of components. But
the task is formidable and fraught with
difficulties for the experts to resolve.
Perhaps the most significant is that the
conditions under which the reliability
of a fluid power component is tested in
a laboratory must represent real world
conditions. It will be up to the experts
developing the standards to use their
experience and incorporate sufficiently
tough conditions under which these
products will be tested. Such a stan-
dard must consider accelerated testing
in order to reduce the amount of test
time in a laboratory; but the failure
modes experienced must match those
found in field operations.
Laboratory conditions
versus those found in
the field
One comment already voiced
by some experts is that results of test-
ing under a set of laboratory conditions
may not be applicable to the wide vari-
ety of conditions found in the field.
This is a valid point. But, there are
three items to consider:
• The user of the fluid power com-
ponent can compare conditions
between those in a standard (used
for a lab test) and those in their
application. From this, engineering
judgment can be used to adjust the
results for the different conditions.
But, without data from a standard-
ized test, this adjustment is not pos-
sible.
• The user and the supplier can agree
on alternate conditions to use in
a special test. This would allow
testing under conditions similar
to a particular application, while
the standard provides the controls
necessary for a test programme. In
addition, the standard specifies cal-
culation methods for determining
the reliability metrics.
• The standards might be developed
to allow different classes of con-
ditions. This would provide some
testing choices for a supplier, based
upon the types of markets and
applications in which they might be
engaged. A user could then choose
the class that comes closest to their
application.
 The new work item ballots for
this programme have been successful.
One working group is developing stan-
dards for pneumatic components, and
another one is working on hydraulic
components. Since these standards
include test procedures, it may be
necessary to perform round robin test-
ing to prove that the procedures can
“ The motivation is
to enhance the image
of our industry
by providing
technically-sound
information on
the reliability
of components.”
be applied and interpreted uniformly.
Consequently, this programme is likely
to require more time to complete than
standards that do not include testing
procedures.
This is a challenging pro-
gramme and the experts will need to
work hard to accomplish the goals.
However, when completed, the fluid
power industry will have moved into
an advanced position of knowledge
and be able to serve its customers bet-
ter – and even more reliably.
About the author
John F.
Berninger, Chair
of ISO/TC131,
Fluid power
systems, has a
BSME (1958)
and MSME
(1966) from
Illinois Institute
of Technology.
He is a registered
professional engineer in the USA
(2 states). He retired from Parker Hannifin
Corp., Portage, USA, as global engineer-
ing manager for pneumatic products.
The “ train the trainer ”
approach in Estonia
By Mr. Sven Kasemaa,
Managing Director, Estonian
Centre for Standardization
T
he reason for adopting the
“ train the trainer ” approach
in the Estonian Centre for
Standardization (EVS) lies in its his-
tory. In 1999, a decision was made to
introduce major changes to the legal
framework of the standardization
system, which resulted in the reorga-
nization of the governmental national
standardization organization into the
private (non-profit) NSO, the Estonian
Centre for Standardization. The reor-
ganization involved the recruitment
of new staff that had had little or no
experience in the field, and the need
for training that would raise their
competence was obvious – not to say
glaring.
The issue of finding experts
able to act as competent trainers was
raised and, before long, the new sys-
tem took its first timid steps. The first
move EVS made was to turn to neigh-
bours for help. Since the neighbours
in the south were in a situation similar
to our own, the solution came from
the north. Finnish colleagues were not
only willing to share their experience
with us, but also provide expert assis-
tance in compiling the very first train-
ing curriculum of EVS. Based on their
practice, EVS made its own choice
of training topics and frequency of
courses.
EVS had its first real encounter
with the “ train the trainer ” scheme
within the framework of a bilateral
cooperation project with the Danish
Standardization Association (DS).
The main aims of the project were
to provide assistance to the EVS in
adopting CEN (European Committee
for Standardization) standards, to
consult EVS in the development of
the organization and the elaboration of
the necessary technical infrastructure.
The “ kick-off ” for the project was in
October 2000 when a World Standards
Day seminar took place. The project
also supported the study visit of EVS
staff members to DS, the development
of IT systems, including the imple-
mentation of a standards database with
relevant training, and the introduction
of the shopping basket, and culminated
in the elaboration of the EVS Strategy
for 2002-2004. The project was funded
by the Danish Ministry of Foreign
Affairs under the FEU Programme
(covering pre-accession aid for appli-
cant countries to the European Union)
and carried out by DS.
Gaining experience
of the “ Train the trainer ”
approach
The project ended in late
October 2001 and was considered a
huge success. In the first place, first-
hand experience in the new “ train
the trainer ” approach was gathered,
which became a starting point for
the World Standards Day seminar
organized for representatives of the
machinery industry to reinforce the
new training system. It became obvi-
ous that the message of standardiza-
tion must be clear, presented in a very
simple way and illustrated by practical
examples. The work done in the pre-
paratory phase was extremely detailed
ISO Focus March 2004 31

and exact, as passing on knowledge to
the audience meant having an in-depth
understanding of the system. The
approach also encouraged follow-up
activities that would reinforce the
knowledge acquired.
This project was followed
shortly after by another, since in
2001 EVS became active in the elec-
trotechnical field. The Phare Access
Assistance project 1) was launched
with the objective of raising the qual-
ity of the products of the electrotehni-
cal field through the promotion of
standards. The cooperation partner in
the project was AENOR (the Spanish
Association for Standardization and
Certification), and the funding was
provided by the Phare Programme of
the European Commission. The project
lasted nine months and came to an end
in July 2002. Again, “ train the trainer ”
principles such as the development of a
sustainable cost-efficient training sys-
tem, increased capacity building and
the creation of a domestic knowledge
base were followed.
32 ISO Focus March 2004
Projects with industry
The experience of the first two
projects proved very successful and the
knowledge acquired was fully applied
in the EVS training programmes. The
third project following the principles
of the “ train the trainer ” approach was
carried out in cooperation with SIS (the
Swedish Standards Institute) and fund-
ed by the SIDA (Swedish International
Development Cooperation Agency).
Lasting from October 2002 to March
2003, the project’s aim was to increase
industry participation in standardiza-
tion, with one part of it consisting of
the training of the EVS staff. During
the Business Seminar (53 participants
from various industrial sectors) in
February 2003 both EVS and indus-
try “ champions ” made presentations
to interested parties on voluntary
standardization, which particularly
stressed the efficiency of the “ train the
trainer ” scheme.
The projects provided the basis
for further activities, and between 2001
and 2003 EVS concentrated on setting
Mr. Bernhard Mertens, Division Manager,
Corporate Activities, CENELEC (European
Committee for Electrotechnical
Standardization), speaking at the World
Stabndards Day presentation in Tallinn
in October 2003.
up new priorities and target groups
for trainings. More attention was laid
on involving experts from fields that
could lead to the establishment of new
technical committees. The fact that 5-6
sessions using the “ train the trainer ”
approach were held and that they
attracted over 300 participants from
the industry and EVS gives an idea of
the success of the scheme, and proves
that this means of teaching about stan-
dardization principles and practice was
well appreciated.
“ The participants valued
training courses in
their own native language
and using common
terminology.”
In the feedback, which was
most positive, the participants val-
ued the possibility of having a train-
ing course in their own native lan-
guage and using common terminology.
Appropriate case studies provided by
local trainers helped them understand
the whole standardization system and,
even more, when speaking about con-
formity assessment and market sur-
veillance aspects. Expressing the mes-
sage in an extremely clear way and
illustrating it by practical examples
was greatly appreciated by all stake-
holders and the value-added follow-
up courses increased interest as well
as willingness to become involved in
the process.
In 2004, EVS is focusing more
on cooperation with industry, consum-
ers and universities. Involvement of
1) Part of the broader framework of the Phare
programme, which supports the preparation
of candidate countries for membership of the
European Union and, specifically, initiatives to
strengthen the operational capacity of NGOs
and non-profit organizations.
Developments and Initiatives
lecturers outside the standardization
organizations will hopefully engage
the attention of both a wider and, at the
same time, more specific audience, and
raise the awareness of the whole soci-
ety about standardization in Estonia,
which, after joining the European cen-
tral standardization organizations CEN
and CENELEC on 1 January 2004 will
hopefully rise to new heights. The year
2004 is also crucial in shifting the bal-
ance of our stakeholders.
“ The “ train the trainer ”
approach helped EVS
allocate its human as well
as financial resources
more efficiently.”
The coming era in Estonian
standardization promises more free
seminars and training sessions than
ever. This way we hope to extend the
range of both standardization experts
and specialists in the 25 Estonian
) y
er
s um
New
on
technical committees as well as that
of other interested parties (see Figure
1, below).
Another as important aspect of
the adopted scheme is the resources.
Today we can say that the “ train the
trainer ” approach has substantially
helped EVS allocate its human as
well as financial resources in a more
efficient way. It has also facilitated the
sale of standards over the past years, as
the total number of people interested in
standardization and standards has been
increasing. In conclusion, we could
claim today that the “ train the trainer ”
approach has proved most successful
for EVS, and is very effective and effi-
cient for a developing standardization
organization.
Figure 1
Indu
str
About the author
Viktor-Sven
Kasemaa, the
Managing
Director of
Estonian Centre
for Standardiza-
tion (EVS), was
born in 1973.
After graduating
from the Estonian
Agricultural
University in 1997 (majoring in agricul-
tural mechanizing), he worked in various
manufacturing enterprises as a project,
production and executive manager. In
April 2000, he was offered the position
of the Managing Director of the Estonian
Centre for Standardization, and has since
then been actively involved in the work of
European and international standardization
organizations.
He has given lectures on standardization,
CE-marking, conformity assessment,
market surveillance and quality infrastruc-
ture in about 25 training sessions or
seminars. He is an advisory board member
of the Estonian Accreditation Centre since
001. He is fluent in Estonian, English
nd Russian.

Ru

interested Technical
Party
(C

le

(from Industry
Committee
s,
et

society)
Reg
Mar k

ulations

Knowledge
Intellectual
Fund
New
Trainer Trainer
Ind

t
en
iv

m
id

al
on
u

Expert
s v ir
En
ess
Busin

ISO Focus March 2004 33

New this month
Recipe book The technical report will help to
improve the shareability of resources
communicate underlying ideas for data
management.”
for digestible data located at one or more computer sys-
tems as well as to help minimize the
The new standard is the work
of joint technical committee, ISO/IEC
management cost of supporting an information sys- JTC 1, Information technology, sub-
tem, including design, development, committee SC 32, Data management
operation and maintenance costs. It and interchange.
is also expected to reduce the number
of standards required and simplify the
content of such standards.
ISO/IEC TR 10032:2003 defines
ISO to make
a reference model of data manage- medical
ment by providing a common basis
for the coordination of standards laboratories
development, while allowing existing
and emerging standards to be placed
a safer working
into perspective. environment
“ The new technical report offers
a frame of reference to understand the for personnel
common concepts pertinent to all data

held in information systems,” says
Mr. Douglas Mann, Secretary of the
subcommittee that developed the new
standard. “ It provides some terminol-
ogy and structure that may be used to
S
taff of medical laboratories can
be at risk from the infectious
agents and toxic chemicals that
they may have to deal with. A new
International Standard is expected
to make medical laboratories a safer
place to work.

W
ith organizations largely
dependent on information
for their daily operations, a
new technical report for the manage-
ment of data aims to make it easier for
them to improve information sharing
and, in so doing, reduce costs.
Any organization, whether
large or small enterprise, needs to
collect, keep and process information
about its own operations, its external
environment and its interaction with
its environment. As information flows
into and out of an information system
– interacting either with persons or
with processes, including other infor-
mation systems – it is necessary to cre-
ate standardized facilities to permit the
sharing of data by a number of users.
ISO/IEC TR 10032:2003, Infor-
mation technology – Reference model
of data management, is intended to
look at ways of improving the inter-
face between information systems and
users accessing the facilities by identi-
fying areas where standards may be
improved or developed.
34 ISO Focus March 2004 ISO Focus February 2004 34

ISO 15190:2003, Medical
laboratories – Requirements for safe-
ty, is designed to prevent laboratory
acquired infections by personnel and
prevent the accidental release of agents
which can be potentially dangerous to
humans, animals and plants.
“ Laboratory acquired injuries,
infection, and illness, not only harm
the worker and their colleagues, but
also impact on family, friends, and
the public,” said Dr. Michael Noble,
a member of the working group that
developed the new standard. “This
standard assists in establishing policies
and processes that makes the laborato-
ry a safer place to work while allowing
essential diagnostic work to continue.”
ISO 15190 specifies require-
ments to establish and maintain a safe
working environment in a medical
laboratory. It covers all safety aspects
of laboratory safety, from management
requirements and personnel respon-
sibilities to radiation safety and fire
precautions.
“The new standard addresses
specific requirements for the most com-
mon issues that lead to accident and
injury. It provides valuable informative
tools to aid immediate implementation
and safety assessment of laboratories,”
further notes Dr. Noble. “ISO 15190
can be used effectively by laboratories
as a basis of their safety programme.
Laboratory Accreditation bodies
will also find the standard a helpful
resource.”
ISO 15190 is intended for use in
all types of medical laboratories, from
major research and teaching institu-
tions to field laboratories with limited
resources. The special needs of labo-
ratories that work with exotic infectious
agents requiring elevated levels of
containment are not addressed by the
standard.
The new standard is the work of
ISO technical committee ISO/TC 212,
Clinical laboratory testing and in vitro
diagnostic test systems, working group
WG 1, Quality management in the
medical laboratory.
Photo: P. Granier et P.Krieger
Libraries ?
ISO’s got your
number !
A
new International Standard will
make it easier for libraries to
collaborate, communicate and
share resources with other libraries
anywhere in the world.
ISO 15511:2003, Information
and documentation – International
Standard Identifier for Libraries and
ISO
Related Organizations (ISIL), provides
L
ISI
a system for assigning a unique inter-
national identification code not only
to libraries, but to all kinds of infor-
mation-related organizations, from
archives and museums to government
agencies and educational institutions.
“ Until now there have been
several systems for identification
of libraries which work well inside
a country, but are not able to meet
loan requests sent across borders ”,
said Leif Andresen, responsible for
the ISIL Registration Authority. “ The
International Standard Identifier for
Libraries and Related Organizations
(ISIL) will tie together the libraries all
over the world in one system.”
The new standard specifies a
means of uniquely identifying a library
or a related organization throughout
its life and, in so doing, will make it
easier for them to gain direct access to
records, documents and services sup-
plied by other organizations anywhere tem maintenance and administration.
in the world. ISIL/RA will appoint and oversee the
“ A library assigned an ISIL, for work of the ISIL National Assignment
example, will not need to be assigned a Agencies which will be authorized to
special code for each of the organiza- assign the ISIL to libraries in their
tions it wishes to make use of, ” further country.
notes Leif Andresen. “ An ISIL will The new standard is the work
effectively facilitate library collabora- of ISO technical committee ISO/TC
tion and, at the same time, save them 46, Information and documentation,
both time and money for the assign- subcommittee SC 4, Technical inter-
ment and administration of identifiers operability.
for different libraries in different
countries.”
In accordance with ISO 15511,
the ISIL Registration Authority (ISIL/
RA), which is headed by the Danish
National Library Authority, has the
responsibility for the overall ISIL sys-
ISO Focus March 2004 35
New this month
“ Surf ” the world
of ISO standards
with ISO
CataloguePlus
2004
I
SO has published a new edition
of the ISO Catalogue of all cur-
rently valid ISO standards on one
CD-ROM.
The ISO CataloguePlus 2004
contains information on all published
ISO standards and other publica-
tions, plus the ISO technical work
programme of draft standards with
the added accessibility provided by
its electronic format. It provides users
with easy-to-use search functions by
subject area, ISO number, technical
committee along with a complete
keyword index. The ISO Catalogue on
CD-ROM contains the list of standards
in both English and French.
It also includes a list of ISO
members and their addresses, the
titles of technical committees, a list
of withdrawn standards and technical
corrigenda, ISO maintenance agencies
and registration authorities, as well as
a list of ISO information publications
and products.
The CD-ROM is compatible
with Windows, Macintosh and UNIX
operating systems and demands no
particular technical skills other than
opening a file in a web browser.
The traditional paper edition
of the ISO Catalogue is also available
– price 97 Swiss francs – in the sam
structure as the successful version
of the previous years. In addition
to the list of standards classified
by subject and the alphabetic
index, it is available in two
separate volumes, English
(ISBN 92-67-10389-1) and
French (ISBN 92-67-20389-7).
ISO CataloguePlus :
(ISBN 92-67-01145-4), price 47
Swiss francs, is available from
ISO national member institutes
and from ISO Central Secretaria
(sales@iso.org).
36 ISO Focus March 2004
ISO Memento –
Bringing the family
together
T
he ISO Memento 1) brings the
ISO family together for its
“ annual reunion ” with up-to-
date lists of full members, correspon-
dent members and subscriber mem-
bers, all the Technical Committees and
their “ offspring ”, subcommittees and
working groups, as well as the scopes
of all. Much of the information is also
available electronically on ISO Online,
but the ISO Memento has its uncondi-
tional users, those who find it handy to
refer to and ideal to dip into to find that
missing bit of information in the ISO
family tree. It contains useful material
on ISO’s governing bodies. The broad
index of the technical committees has
proved of great help to those who are
not sure of a TC’s exact title or who
need to search by subject. The ISO
Memento is a bilingual publication. It
answers at the flip of a page all the
questions concerning just about all
matters on ISO and its work. A refer-
ence book you will certainly want to
have at hand.
1) ISO Memento 2004, 210 pages, ISBN
92-67-01144-2, bilingual edition is available
from ISO members or from the ISO Central
Secretariat, 1, rue de Varembé, 1211 Genève 20,
Switzerland, Tel. + 41 22 749 01 11 ;
Fax + 41 22 733 34 30 ; e-mail : sales@iso.org
The WTO/TBT
Standards Code
Directory 2004
appears
T
he ninth edition of the ISO/IEC
WTO (World Trade Organiza-
tion) TBT (Technical Barriers
to Trade) Standards Code Directory,
published annually by the ISO/IEC
Information Centre lists all the stan-
dardizing bodies that have notified
their acceptance of the WTO TBT
Code of Good Practice for the Prep-
aration, Adoption and Application of
the Standards 2). The intention is to give
systematized information on standard-
izing bodies having accepted the Code
of Good Practice.
Details of the “ new ” signato-
ries are published monthly in the yel-
low Supplement to ISO Focus.
In view of the importance of the
collaboration between ISO and WTO,
a section of ISO Online (www.iso.org),
entitled “ WT, ISO and World Trade ”
provides a readily available source
of information for those interested in
finding out more about this subject.
2) The WTO TBT Standards Code Directory,
Ninth Edition 2004, Published by the ISO/IEC
Information Centre, 152 pages, price CHF 61,
published in English (ISBN 92-67-10390-1),
French (ISBN 92-67-20390-6), and Spanish
(92-67-30390-2) editions, is available from
ISO members or IEC national committees, or
from the ISO Central Secretariat or IEC Central
Office.
Coming up
© Norsk Hydro
Main Focus
The oil, gas and petroleum
industry
The implementation of ISO standards
for the petroleum industry has
increased worldwide. April’s
Main Focus examines the industry
and its relationship with standards
from a number of perspectives,
including those of manufacturers,
purchasers and regulators.
A study conducted by Shell confirmed
that the oil and gas industry would
save an equivalent of one per cent
of its annual expenditure by imple-
menting International Standards. This
translates into a savings of USD 180
million and represents a return on
investment of 25 to 1.
Many or most of the major actors
in the industry cooperate, and ISO
standards are the result of a fruitful
collaboration between them; an over-
view of what they do clarifies the
specific roles of each, and the Chair
of ISO technical committee ISO/TC
67 shows how and why this collabora-
tion has been instrumental to progress.
The standards that are developed on
the international level bring benefits
precisely because, applied locally,
their effects are global and felt over
all the industry in terms of effective-
ness, harmonization and cost.
The example from Norway exemplifies
benefits ISO’s standards have brought
the country’s industry. Now, too, on
the regional level, standards are
moving towards Developments and
ever-greater
enmeshing with
initiatives
International
Cleanrooms and associated
Standards. New
controlled environments –
actors with major
Biocontamination control
reserves of petrol
Designed to eliminate the hazards
are emerging such
of contamination or minimize the
as Kazakhstan, that
likelihood of their occurrence in the
is anxious to take
production area, a new ISO standard
aboard International
in two parts on cleanrooms, will, in
Standards, and is
so doing, contribute to the creation of
looking to participa-
safe and stable products for the global
te ever more in their
market place. The first complete,
development. In a
comprehensive International
recent move, China
Standards on biocontamination, these
decided to block-
will provide a universal framework
adopt large numbers of ISO standards,
for critical industries worldwide to
including the petroleum and natural
be used both internally and externally
gas industries’ suite of standards ; we
to control biocontamination in clean-
look at some of the reasons behind
room environments.
this decision. Because of the colossal
size and technical complexity of the
industry, ISO Focus studies some
cases histories of the way that the
standards are actually implemented,
and the effects that this has.
Piping is a huge industry closely
related to and working to the needs of
the petroleum industry, that also has
an interest in seeing that the standards
are international. Refining, the
“ downstream ” industry, where the
standards are developed within TC 28,
has also a close interest in ensuring Statistical methods improve the
harmonization within the overall effectiveness of ISO 9001:2000
global picture. And because of the Statistical techniques offer insight
intrinsic nature of the industry, the into the nature, extent and causes of
petroleum industry is keen to ensure variability in products and services
that its record of safety, the environ- and, in so doing, help control and
ment and occupational health and reduce problems that could arise from
safety are properly handled and efforts such variability, and which exists
are canalized towards goals of sustai- throughout the life cycle of products,
nable development. Finally, we look from market research to customer
at ISO/TS 29001:2003, Sector-specific service and final disposal. The effec-
quality management systems – tive deployment of statistical techni-
Requirements for product and service ques is largely governed by how well
supply organizations, that is envisaged their potential application and benefits
to become the common and unique are understood by management.
basis for the industry’s quality
management system requirements
worldwide, thereby helping to avoid
multiple systems that would, if each
needs to be certified, require multiple
audits.
ISO Focus March 2004
When results count !

Global markets.
Global standards.

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