ISO 24533-2:2022

INTERNATIONAL ISO
STANDARD 24533-2
First edition
2022-05
Intelligent transport systems —
Electronic information exchange to
facilitate the movement of freight and
its intermodal transfer —
Part 2:
Common reporting system
Reference number
© ISO 2022
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ii
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Symbols and abbreviated terms.6
5 Intermodal freight context . 7
5.1 General . 7
5.2 Intermodal vs. multimodal relationship . 7
5.3 Common intermodal transport framework. 8
6 Common reporting system . .10
7 The model and its requirements.11
7.1 Introduction . 11
7.2 Overall structure . 11
7.2.1 General . 11
7.2.2 Class diagram . 13
7.2.3 CRS model in tabular format and XML schema file .15
7.2.4 CRS Model as an XML-based file . 16
7.3 Views of the CRS . 17
7.3.1 General . 17
7.3.2 Consignment-oriented view . 18
7.3.3 Transport means-oriented view. 18
7.4 Important structures . 19
7.5 Consignment and goods item . 19
7.5.1 Consignment . 19
7.5.2 Goods item . 20
7.5.3 Goods item structure . 21
7.5.4 Item class structure . 21
7.5.5 Transport means structure . 22
7.5.6 Maritime transport class . 23
7.5.7 Shipment stage . 24
7.5.8 Location class from UBL . 25
8 Using the CRS in practice .26
8.1 General . 26
8.2 CRS message profiles . 27
9 Summary of benefit .27
Annex A (informative) Background to the Common Reporting System (CRS) .29
Annex B (informative) EU research projects contributing to the CRS .38
Annex C (informative) Analysis of information content .39
Annex D (informative) The CRS in practice .43
Annex E (informative) The CRS elements library .48
Bibliography .110
iii
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
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ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
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on the ISO list of patent declarations received (see www.iso.org/patents).
Any trade name used in this document is information given for the convenience of users and does not
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For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and
expressions related to conformity assessment, as well as information about ISO's adherence to
the World Trade Organization (WTO) principles in the Technical Barriers to Trade (TBT), see
www.iso.org/iso/foreword.html.
This document was prepared by Technical Committee ISO/TC 204, Intelligent transport systems.
This first edition cancels and replaces the first edition (ISO/TS 24533:2012), which has been technically
revised.
The main changes are as follows:
— removal of information on the interoperability of freight data exchange standards (intended to be
1)
the subject of ISO/AWI 24533-1:— );
— inclusion of information on a common reporting system allowing industry and government to
communicate on freight data requirements and needs in an interoperable manner.
A list of all parts in the ISO 24533 series can be found on the ISO website.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.
1) Under development. Stage at the time of publication: ISO/AWI 24533-1:2022.
iv
Introduction
The seamless exchange of accurate, complete and timely data communication at transportation hand-
offs has always been important for efficiency and accountability. Hand-offs with a universal method of
exchange that allows data interoperability between all parties in the supply chain is critically important
for maximizing efficiency and accountability. The efficient exchange of data also provides for security
of transport information and for transfer of information related to security against terrorism as well as
theft and traditional contraband. It is imperative for standards development organizations to address
and facilitate the handling of these needs.
Consequently, Technical Committee ISO/TC 204, Intelligent transport systems, seeks to fill a role
focusing on data exchange needs for the international supply chain, relating specifically to haulier
transportation. This includes data needs for the interface with all modes of transportation, since
freight movement normally includes interfaces with other modes of transportation. Those needs
are essential for transport information and control systems. Additionally, the need for a standard
method of interoperability between data exchange standards is critical for seamless movement within
and between modes of transportation, the businesses those modes represent and the authorities
requiring specific regulatory information. Some international shipments are carried out entirely by
road conveyances, but most begin and end with haulier service and travel by other modes during the
shipment. This document focuses on haulier transport interfaces through the supply chain, or those
data items that deal specifically with the key transport information critical for getting the goods to the
marketplace without delays related to data sharing.
The data structure and formats of interfacing modes need to accommodate each other to ensure
efficiency and security from end to end. Truck, rail, air and ocean transport are vital components of
intermodal, international shipping. It is recognized that a robust intermodal standard needs to include
interface connections to these modes; this has been proven through demonstration tests. Research and
tests carried out in the US motivated the use of a truck-air-truck supply chain, for example.
Preliminary investigations suggest that there is no single organization responsible for transport data
standards through the intermodal supply chain. To achieve a coherent set of transport standards
requires coordination among the various international organizations working on component parts of
these international standards.
The vision expressed in this document is to allow electronic data sharing through many-to-many
relationships between supply chain partners which can help ensure sustaining legacy standards as
needed. This includes B2B (business to business) relationships as well as B2G (business to government)
relationships, G2G (government to government) relationships, and G2B (government to business)
relationships. Government relationships are also known as administrative relationships. One-to-one
relationships require only two partners to have standard data relationships with each other and can
require other partners to adopt the standards of the original two. Alternatively, they can require third-
party translators, which increases costs in the transport of goods. Relationships that allow all parties
in the supply chain to share data equally, for business as well as regulatory purposes, is the focus of this
document.
2)
This document builds on ISO 24533-1:— , which focuses on road transport information exchange
methodology and interoperability. ISO 24533-2 (this document) is designed to help implement the
transport features of ISO/IEC 19845, but it lacks the details of a common reporting system like the
single window (SW, a trade facilitation concept including standardized information elements, operating
nation by nation) or the common reporting system (CRS).
The common reporting system (CRS) was initially developed as one of the European Union’s freight
demonstration projects under E-Freight. As such it only had applicability to the EU Member States. Under
this document it provides a single, ‘standardized’ data model for reporting to authorities in compliance
with international regulations across all transport modes. It was designed from first principles and
therefore does not inherit the inefficiencies of transferring paper systems or mode-specific practices to
an electronic system and has no modal or sectoral biases.
2) Under development. Stage at the time of publication: ISO/AWI 24533-1:2022.
v
vi
INTERNATIONAL STANDARD ISO 24533-2:2022(E)
Intelligent transport systems — Electronic information
exchange to facilitate the movement of freight and its
intermodal transfer —
Part 2:
Common reporting system
1 Scope
This document specifies the data communication concepts applicable to the data requirements of the
transport community. It also includes the regulatory authorities related to freight and its intermodal
transfer to participate in common reporting.
Data communication concepts include information entities (data elements), aggregated/associated
information entities (groups of data elements) and messages that comprise information exchanges at
transport interfaces along the chain of participants responsible for the delivery of goods from the point
of origin through to the final recipient. This includes all transport entities carrying the cargo as well as
the documents and information required to facilitate the cargo movement.
This document focuses on a single "thread" of the overall end-to-end supply chain. It includes motor
transport data needs within the international supply chain to satisfy the requirements of both
businesses and governmental organizations on business to business (B2B), business to government
(B2G), government to business (G2B) and government to government (G2G) relationships. This
document is applicable to shipments that originate in one country and terminate in another. It can also
be applied to shipments that originate and terminate in a single country. This document is applicable
to freight movements that interface with other modes and incorporates interface requirements set for
those other modes.
This document is also designed to incorporate the elements of the Govcbr message (a message developed
by the World Customs organization, WCO, that can facilitate data exchange but can potentially not apply
to all parties throughout the supply chain) and have them apply across the whole supply-chain, on a
global basis.
This document does not constrain the requirements of customs, regulatory and safety bodies at
border crossings but does include the data elements likely to be required by customs authorities and
other governmental bodies within a single window environment or within a port community system
environment.
2 Normative references
There are no normative references in this document.
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.1
access point
business document exchange through intermediary gateway services
3.2
administration to administration
A2A
G2G
information exchange pattern in which an administration (i.e. governance body) wishes to communicate
with another administration
Note 1 to entry: This is also known as “authority to authority” (A2A) or "government to government" (G2G).
3.3
administration to business
A2B
G2B
information exchange pattern in which an administration (i.e. governance body) wishes to communicate
with a business (i.e. economic operator)
Note 1 to entry: This is also known as “authority to business” (A2B) or G2B "government to business" (G2B).
3.4
agent
name and address of a person or organization authorized to act for or on behalf of another party
3.5
air carrier
carrier using aircraft to transport goods
3.6
authority
statutory body existing within a jurisdiction and a specific area of responsibility that administers
legislation to regulate trade and/or monitors compliance with existing legislation
3.7
business to business
B2B
information exchange pattern in which a business (i.e. economic operator) wishes to communicate with
another business
3.8
business to administration
B2A
B2G
information exchange pattern in which a business (i.e. economic operator) wishes to communicate with
an administration (i.e. governance body)
Note 1 to entry: This is also known as “business to authority” (B2A) or "business to government" (B2G).
3.9
buyer
customer
ultimate consignee
individual or entity purchasing goods or services
3.10
carrier
person or organization that owns and/or operates a transport means engaged in the transportation of
passengers or property by land, rail, air or water
3.11
childconsignment
one of the consignments within a consolidated consignment
3.12
common reporting system
CRS
single, standardized document which contains data fields for all the information which is required for
reporting to authorities or non-government organizations across all modes and in all Member States
3.13
common intermodal transport framework
CITF
decision support framework for intermodal transport policy
Note 1 to entry: See Reference [63].
3.14
conformance
adherence of a candidate's implementation to a standard
3.15
consignee
receiver
person or company to whom goods are shipped
3.16
consignment
separately identifiable number of goods items (available to be) transported from one consignor to one
consignee via one or more modes of transport and specified in one single transport document
3.17
consignor
shipper
party which, by contract with a carrier, consigns or sends goods with the carrier, or has them conveyed
by the carrier
3.18
consolidated shipment
the result of combining less than full load shipments from various shippers into one full transport unit
(container)
3.19
consolidation
service of consolidating multiple consignments into one shipment
[64]
[SOURCE: United Nations, Special Service Description Code, definition 7161 Code ADC]
3.20
container
receptacle for the transport of goods, especially one readily transferable from one form of transport to
another
Note 1 to entry: This can also include crates and pallets.
3.21
customs
government organization dealing with the levying of duties and taxes on imported goods from foreign
countries and the control over the export and import of goods
Note 1 to entry: See Reference [59].
3.22
delivery terms
class for describing the terms and conditions applying to the delivery of goods
3.23
freight forwarder
party arranging the carriage of goods, including connected services and/or associated formalities, on
behalf of a consignor or consignee
3.24
governance
system by which organizations are directed and controlled
3.25
Govcbr
message, developed by WCO, incorporating information on goods, cargo, transport equipment,
conveyance and crew that is legally required for cross-border transactions to be sent to cross-border
regulatory agencies, allowing these agencies to respond to a declaration
Note 1 to entry: It can also be used for sending this information from one cross-border regulatory agency to
another.
3.26
intermediary
commercial party who provides services to customers, suppliers or authorities within the supply chain
Note 1 to entry: This includes, but is not limited to, freight transport.
3.27
intermodal transport
movement of goods in one and the same loading unit (e.g. intermodal container) or vehicle which uses
successively several modes of transport without handling of the goods themselves when changing
modes
3.28
intermodal freight
movement of cargo containers interchangeably between transport modes (i.e., motor, rail, water and air
carriers) and where equipment is compatible within multiple systems
3.29
journey
physical movement of goods from the supplier to the consignee
3.30
manifest
document which specifies all cargo on board the transportation unit
Note 1 to entry: The manifest contains details of contents, shipper, consignee and other details that can
potentially be required by customs or consular authorities. Copies of manifests are provided for the country of
export and country of import customs authorities.
3.31
haulier
carrier using for-hire or private motorized transport on roads to transport goods
3.32
multimodal transport
carriage of goods by at least two different modes of transport
Note 1 to entry: In contrast, intermodal transport implies the change from one mode to another using the same
form of loading unit. Multimodal transport implies that either there is more than one modal shift, or that loads
may be broken into partial loads as part of a modal change.
[SOURCE: ISO 17261:2012, 3.33]
3.33
OASIS
not-for-profit consortium that drives the development, convergence and adoption of open standards for
the global information society
3.34
seller
name and address of party selling merchandise to a buyer
3.35
shipment
identifiable collection of one or more goods items, available to be transported together from the original
shipper to the ultimate consignee
Note 1 to entry: More than one shipment can be combined into one consignment.
3.36
shipment stage
stage containing information about the transport leg(s) (locations, timings, etc.) and associated non-
goods related information, such as crew and passenger lists
Note 1 to entry: There are mainly three shipment stages; during main carriage, during pre-carriage, and during
on-carriage.
3.37
single window
facility that allows parties involved in trade and transport to lodge standardized information and
documents with a single-entry point to fulfil all import, export and transit related-related regulatory
requirements
3.38
original consignor
party that provides goods
Note 1 to entry: This also can be the same entity as the consignor/shipper. The supply chain physically begins
with the supplier.
3.39
tracing
function of retrieving status information concerning goods, goods items, consignments or equipment
3.40
transport means
vehicle used for the transport of goods
EXAMPLE A vessel, train or truck.
3.41
transport equipment seal
mechanical or electronic device applied to a container, unit load device, trailer, etc. to guarantee
authenticity or security
3.42
Universal Business Language
UBL
OASIS committee with the aim of defining a common XML library of business documents and
information elements for transport and procurement
3.43
waybill
non-negotiable document evidencing the contract for the transport of cargo
[62]
[SOURCE: UN/EDIFACT, 1001 Document name code, definition 700]
4 Symbols and abbreviated terms
ABIE aggregate business information entity
BBIE basic business information entity
BCC basic core component
BIE business information entity
BII business interoperability interface
BPAWG business process analysis working group
CC core component
CCTS core component technical specification
CEN European Committee for Standardization
EAP electronic access points
ebXML electronic business extensible markup language
EDI electronic data interchange
EFM electronic freight management
FSI freight services integrator
GII goods item itinerary
GPS global positioning system
IMO FAL International Maritime Organization's Convention on Facilitation of International Maritime
Traffic (IMO FAL Convention)
INF irradiated nuclear fuel
ISSC international ship security certificate
LSC logistic service client
LSP logistics services provider
MWB multimodal eWaybill
NDR naming and design rules
NSW national single window
OECD organization of economic cooperation and development
PEPPOL Pan-European Public Procurement Online
SME small and medium enterprises
SSP ship security plan
TEP transport execution plan
TNM transport network manager
TPS transport progress status
TR transport regulator
TS transportation status
TSD transport service description
UML unified modelling language
UN/CEFACT United Nations Centre for Trade Facilitation and Electronic Business
UNECE United Nations Economic Commission for Europe
UN/LOCODE United Nations Code for Trade and Transport Locations
UNTDED United Nations Trade Data Element Directory
URI uniform resource identifier
URL uniform resource locator
WCO World Customs Organization
5 Intermodal freight context
5.1 General
This document addresses an interoperable methodology for using standard messages and tools that
will maximize the efficiencies for transporting goods from a seller (or “original consignor”) to a buyer
(or “original consignee”), using intermodal transport that includes haulier, marine, air and rail links,
while satisfying governmental regulatory requirements. It is appropriate for supporting operational
freight movements that occur worldwide, whether that freight travels from point of origin to destination
domestically or internationally. While this document is not focused on unimodal movements, and
any unique requirements therein, it is considered complementary to standards of unimodal freight
movement. The intent is to allow data to move securely and freely between all entities that need the
freight information in connection with their areas of responsibility whether for non-governmental
purposes or for governmental purposes.
This document includes surface transport data needs as well as all modes connecting with surface
transportation within the international supply chain to satisfy the requirements of both businesses
and governmental organizations, on B2B, B2G, G2G as well as G2B relationships. It may also be applied
to consignments that originate and terminate in a single country. This document is applicable to freight
movements that interface with other modes and incorporates requirements set for those other modes.
5.2 Intermodal vs. multimodal relationship
The terms “intermodal” and “multimodal” can be confusing when discussing freight that moves
between more than one mode to reach its destination. Figure 1 shows the difference between those
terms while incorporating the concept of interoperability.
As defined in this document, intermodal freight transport consists of the intermodal movement of
goods in one and the same loading unit (e.g. intermodal transport equipment) or vehicle which uses
several modes of transport successively without handling the goods themselves when changing modes,
and it may involve several contracts of carriage. Transport modes include motor, rail, water, and air
carriers.
On the other hand, multimodal transport consists of the carriage of goods by at least two different
modes of transport. Multimodal transport implies that either there is more than one modal shift or
that loads are broken into partial loads as part of a modal change. In multimodal transport there is one
contract.
Since multimodal movements use one contract, interoperability is not as critical in those situations
since there is no need for data sharing from origin to destination. However, intermodal movements
involve several contracts and many different parties engaged with the movement of freight. Therefore,
data transfer becomes more prevalent and the need for data streamlining becomes more important to
avoid any disruption in the movement of the freight.
Figure 1 — Intermodal/multimodal relationships
Organizational interoperability is about being able to identify the players and organizational processes
involved in the delivery of a specific eGovernment service and achieving agreement among them on
how to structure their interactions, i.e. defining their “business interfaces”.
Technical interoperability is about knitting together IT systems and software, defining, and using
open interfaces, standards and protocols in order to build reliable, effective and efficient information
systems.
Semantic interoperability is about ensuring that the meaning of the information exchanged is not lost
in the process, that it is retained and understood by the people, application and institutions involved.
5.3 Common intermodal transport framework
The common intermodal transport framework (CITF) is designed to facilitate improved interoperability
between the information systems used by all stakeholders in transport and logistics. It was developed
as part of ISO/IEC 19845.
Since the stakeholders have been divided into a set of roles, the CITF defines the information within
"electronic documents" that need to be exchanged between the roles such that each one is able to perform
the functions associated with the roles as efficiently and effectively as possible. These documents (as
well as business processes involved in their exchange) were developed based on requirements collected
from freight industry actors in the European projects Freightwise, e-Freight and iCargo primarily, but
also receiving requirements and other input from associated European projects and a US project called
Electronic Freight Management (EFM). All are related to improving freight management operations.
The standardization process started in 2008 through cooperation with the technical committee in
OASIS that was developing version 2.1 of Universal Business Language (UBL). Much work was involved
in adapting the ideas of the CITF to the principles of UBL and to provide the required backwards
compatibility. Eventually key elements of the CITF became part of the official version of UBL 2.1. After
making UBL 2.1 complete and official, OASIS started a process of having this standard accepted by ISO.
This process was completed late 2015, and elements of the Common (e-Freight) Framework are now
part of ISO/IEC 19845.
The development of the framework started by defining the roles that were involved in transport and
logistics:
— Logistic service client (LSC) = Logistic services buyer — defined as the party ordering the logistics
services from the logistic service provider and can be either the consignor or the consignee
depending on the business scenario.
— Logistics services provider (LSP) — associated with the logistics supply domain, which responds to
the demands from LSCs.
— Transport network manager (TNM) — associated with the transport network management domain
and responsible for providing information about availability and status for the transport and
logistics infrastructure.
— Transport regulator (TR) — associated with the regulation enforcement domain and responsible
for ensuring that transport and logistics operations are being conducted according to the relevant
rules and regulations.
The scope for the framework was all transport modes and combinations of modes into multimodal
services. It was also realized that the role previously called freight services integrator (FSI) is not a
separate role in relation to the ones described in the list above. The FSI characterizes an organization
or person that combines the roles of logistics services client and logistics services provider in order
to conduct business. From an information exchange point of view, the FSI does not have any special
requirements.
The reference model described in Figure 2 illustrates the domains and a minimum set of electronic
documents that are required for operators in the different domains to do their jobs effectively.
These electronic documents are:
— Transport service description (TSD)
— Transport execution plan (TEP)
— Goods item itinerary (GII)
— Transportation status (TS)
— Multimodal eWaybill (MWB)
— Transport progress status (TPS)
— Common reporting system (CRS)
NOTE TSD, TEP, GII, TS and TPS are part of ISO/IEC 19845.
Figure 2 — Common intermodal transport framework
6 Common reporting system
The procedures active within the international supply chain are complex and often cumbersome.
Numerous interactions between different parties are at work, which are guided by many factors,
including type of product, country, terms of business and the methods of operation of both the
consignee and the seller. Given the broad range of activities possible, within the context of transporting
goods, a single transaction may involve many languages (both electronic and human), standards and
operational practices.
The CRS shall be a single, harmonized information model which contains all the information fields for
reporting electronically to any business or any authority in any country and across all transport modes.
It takes the form of an information model which defines the structure and content of the information
that should be reported to authorities (government and non-government entities) by transport and
logistics businesses. There are also several accompanying harmonized reporting process models to
explain how the CRS schema is exchanged between the relevant parties.
The CRS can be thought of as a method for reporting which has many uses. Different users with
different purposes complete different parts of the form; they only fill in the information that they need
to. This means all parties can use the same electronic format/structure to submit the information for
which they are responsible, irrespective of their present role in the transport chain. Figure 3 shows a
representation of the CRS as a form with many uses.
Figure 3 — The common reporting system schema
Due to the comprehensive nature of the CRS, there is a danger that it appears to be a cumbersome
message structure. It is true that the full CRS specification is sized to accommodate all the possible
fields which shall be reported to authorities. However, each individual message which is sent by
transport logistics businesses is of arbitrary size, depending on what is to be reported at that point. In
most cases, because each party only submits the information they need to at that point, the messages
will be relatively small. The CRS structure is flexible enough to be used for both small and large message
submissions, to support different operational and reporting requirements.
In the context of single windows, the CRS provides a data model that can be used to fulfil the need
to “lodge standardized information and documents with a single-entry point to fulfil all import export
[35]
and transit-related regulatory requirements." The CRS provides a standard for the information
and documents to fulfil all regulatory requirements in the EU which is independent of the technical
implementation of the single window system.
7 The model and its requirements
7.1 Introduction
The CRS considers all the information requirements of the large number of regulations, procedures and
documents which are in use across Europe. One of the key challenges in this is to create a large enough
data structure to accommodate all the information fields, whilst at the same time making it flexible
enough so that it can be decomposed into smaller structures which can be submitted separately by
different parties and at different times throughout the transport logistics process, without losing
functionality and consistency. This clause explains how the model is composed, how it should be
interpreted and how it is intended to be used in practice.
7.2 Overall structure
7.2.1 General
The top-level structure of the CRS shall include the logical relationships among four core elements of
transport logistics including:
1) the cargo/goods (the Consignment class);
2) the means of transport (the TransportMeans class;
3) the details of the journey/voyage (the ShipmentStage class); and
4) the parties involved (the Party class).
This is depicted in Figure 4.
Figure 4 — The top-level (virtual) CRS schema structure
The top-level structure would not actually be instantiated in a message in the form presented in
Figure 4. This model is a virtual structure that subsumes two sub-structures which are the basis
for messages. The two message structures/types are described in the following subclauses. Table 1
describes the information elements that can be seen in Figure 4.
Table 1 — Information elements
Element Content/purpose
CommonReportingSystem Contains all the necessary message metadata and header information to support
the sending/receiving of information, message identification and synchronisation
Consignment Represents all cargo/goods information, including goods items, packages, trans-
port equipment and dangerous goods
ShipmentStage Contains information about the transport leg(s) (locations, timings etc.) and asso-
ciated non-goods-related information, such as crew and passenger lists
TransportMeans For each ShipmentStage, this element gives information about the means of
transport (i.e. vehicle or vessel) being used (identification, registered nationality,
dimensions etc.)
Table 1 (continued)
Party Various parties (actors) are involved in the transport of goods (consignor, con-
signee, carrier, etc.) – this element contains all the information required to repre-
sent parties, such as name, ID, location and contact details
In the following subclauses, the top-level structure of the full CRS model is presented in three ways: in
the form of a UML class diagram (Figure 5), in a tabular format used by UBL (Table 2), and in the XML
schema file and element diagram (Figure 6). Annex E gives a full listing of the information elements in
the CRS.
7.2.2 Class diagram
As an alternative representation of the CRS model, Figure 5 presents the CRS as a unified modelling
language (UML) class diagram. Within this representation, information objects (classes) are presented
with their attributes along with their relationships among the other classes within the model.
Key
Dk. Grey information entities from the UBL library which have been extended in the CRS
blocks
<> additional or extended field in the CRS
<> basic business information entity from UBL
<> aggregate business information entity from UBL
Figure 5 — CRS as a UML class diagram
7.2.3 CRS model in tabular format and XML schema file
As an alternative representation of the CRS model, Table 2 presents the CRS model in tabular form.
Within this representation information elements are presented with their names, data type and
definitions along with their relationships among the various views within the model.
Table 2 — CRS model in tabular format
Con- Trans-
Full
Associated sign- port
Element name Data type Ext? pro- Definition
object class ment means
file
view view
CommonReport- CommonReport-
ingSchema ingSchema
UBLVersionID Identifier. Type 1 1 1 The earliest ver-
sion of the UBL 2
schema for this
document type
that defines all of
the elements that
can potentially
be encountered
in the current
instance.
CustomizationID Identifier. Type 1 1 1 Identifies a
user-defined
customization of
UBL for a specific
use.
ProfileID Identifier. Type 1 1 1 Identifies a us-
er-defined profile
of the customiz
...