LR02 RFID in Vehicle Distribution-1

Automotive Supply Chain Best Practice Recommendation
RFID in Vehicle Distribution

Processes
Version No 1R0
Doc Ref: LR02
Date: January 2010
RFID in Vehicle Distribution Processes Doc Ref No: LR02
Version No 1R0
This recommendation has the following objectives:
Standardisation of RFID components implemented in vehicle distribution processes by all

parties concerned (manufacturers, carriers and LSPs, as well as dealerships)
Standardisation of the vehicle distribution label format
Standardisation of the vehicle shipping data to be stored on the RFID transponder
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January 2010 © Odette International Ltd
Version No 1R0
1. INTRODUCTION ....................................................................................................................................... 5
2. STANDARD PROCESSES AND RELATED AUTOMATION POTENTIAL .......................................................... 6
2.1 THE VEHICLE DISTRIBUTION PROCESS ........................................................................................................... 6

2.2 OEM PHASE ............................................................................................................................................ 7
2.3 TRANSPORT ............................................................................................................................................. 8
2.4 COMPOUNDS ........................................................................................................................................... 9
2.5 DELIVERY............................................................................................................................................... 10
2.6 DEALERSHIPS/RETAILERS .......................................................................................................................... 10
3. PRINCIPAL SOLUTION OPTIONS AND SUITABILITY FOR THE DISTRIBUTION CHAIN ................................ 12
3.1 BARCODE / RFID COMPARISON ................................................................................................................. 12
DATA QUALITY IMPROVEMENTS .................................................................................................................... 12
PROCESS ACCELERATION ................................................................................................................................ 12
PROCESS CYCLE REDUCTIONS ......................................................................................................................... 12
DECENTRALISED DATA MANAGEMENT .......................................................................................................... 13
3.2 ACTIVE TAGS .......................................................................................................................................... 13

3.3 PASSIVE TAGS ........................................................................................................................................ 14
3.4 SEMI-ACTIVE TAGS .................................................................................................................................. 15
3.5 SEMI-PASSIVE TAGS ................................................................................................................................. 15
4. SMART LABEL RECOMMENDATION ....................................................................................................... 16
4.1 CHANGES IN THE INFORMATION IN THE SMART LABEL/TAG ............................................................................. 16

4.2 LAYOUT OF THE SHIPPING LABEL ................................................................................................................. 16
4.2.1 Font Size ........................................................................................................................................ 20
4.3 TRANSPONDER CONFIGURATION ................................................................................................................ 20
4.3.1 Fundamental requirements for the technology............................................................................. 20
4.3.2 Frequency range ............................................................................................................................ 22
4.3.3 Wireless interface / protocol ......................................................................................................... 22
4.3.4 VIN compression ............................................................................................................................ 23
4.3.5 Data structure ............................................................................................................................... 23
4.4 SMART LABEL IDENTIFICATION MARKING...................................................................................................... 28
4.5 SYSTEM INTEGRATION .............................................................................................................................. 28
4.5.1 Integration of the reading system into the IT infrastructure ......................................................... 29
4.5.2 Conceptual design of the necessary system integration solution ................................................. 29
4.5.3 Service-oriented system integration approach ............................................................................. 29
4.5.4 Application-oriented system integration approach....................................................................... 30
4.5.5 Operating system .......................................................................................................................... 30
5. COST BENEFIT ANALYSIS OF THE RECOMMENDED TECHNOLOGY .......................................................... 31
5.1 COSTS OF USING RFID ............................................................................................................................. 31

5.2 BENEFITS OF RFID IMPLEMENTATION ......................................................................................................... 32
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5.2.1 Reduction of manual entry operations .......................................................................................... 32

5.2.2 Prevention of error correction costs .............................................................................................. 33
5.2.3 Data storage on board the vehicle ................................................................................................ 33
5.2.4 Non-quantifiable improvements ................................................................................................... 33
5.3 ECONOMIC PROFITABILITY ASSESSMENT ....................................................................................................... 34
6. FUTURE PROSPECTS .............................................................................................................................. 35
7. GLOSSARY ............................................................................................................................................. 36
FIGURE 1 GRAPHICAL REPRESENTATION OF THE COMPLETE VEHICLE DISTRIBUTION PROCESS ............................................... 6

FIGURE 2 GRAPHICAL REPRESENTATION OF THE PROCESSES AT AN OEM DELIVERY COMPOUND .......................................... 8
FIGURE 3 GRAPHICAL REPRESENTATION OF THE STANDARD PROCESSES AT THE LSP ........................................................ 10
FIGURE 4 GRAPHICAL REPRESENTATION OF THE STANDARD PROCESSES APPLICABLE TO DEALERSHIPS ................................. 11
FIGURE 5 TERMINAL COVERAGE WITH IMPLEMENTATION OF ACTIVE LOCATABLE TRANSPONDERS....................................... 13
FIGURE 6 PASSAGE CHECK BY MEANS OF PASSIVE TRANSPONDERS ............................................................................... 14
FIGURE 7 RECOMMENDED LABEL LAYOUT (A5 FORMAT) ........................................................................................... 17
FIGURE 8 RECOMMENDED LABEL LAYOUT (10-INCH FORMAT) ................................................................................... 18
FIGURE 9 FIELD SPECIFICATIONS AND EXAMPLES ...................................................................................................... 20
FIGURE 10 ISO/IEC 18000-6 (TYPE C) TRANSPONDER MEMORY AREAS ....................................................................... 23
FIGURE 11 STRUCTURE OF THE 01 (UII) MEMORY AREA ............................................................................................. 24
FIGURE 12 EXAMPLE OF A VIN IN THE UII MEMORY AREA........................................................................................... 26
FIGURE 13 RFID EMBLEMS*. ................................................................................................................................ 28
FIGURE 14 COMPOUND SHOWING FIXED AND MOBILE RFID LOGGING POINTS ................................................................ 31
FIGURE 15 TABLE OF COSTS AND SAVINGS TO BE CONSIDERED OVER A GIVEN PERIOD ....................................................... 34
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1. INTRODUCTION
The Automotive industry has been working on RFID (Radio Frequency IDentification) application
options for a number of years now. It has become clear that there is also a high degree of potential
improvement in the deployment of radio frequency technology in conjunction with the finished vehicle.
Although the opportunities offered by an on-board transponder are vast, there have actually been few
developments and projects among the vehicle manufacturers on the subject. For some time now, the
automotive logistics community has been increasingly showing interest in cooperating with vehicle
manufacturers in the implementation of RFID technology for vehicle distribution.
This led to the formation by the VDA of a joint project group with members representing vehicle
manufacturers, automotive logistics companies and the AML1. The project group started their work with
an analysis of the information actually necessary for the processes involved in the vehicle distribution
chain, from the end of the assembly line to the dealer/sales branch. The various options for RFID
technology deployment were determined and then assessed with a view to process improvements
and/or cost savings. The ensuing project report provided recommendations for the standardisation of
the dispatch data for vehicle distribution and the representation of this data in an RFID system. The
resulting VDA 5520 document was used as the basis for this recommendation, which has been
subsequently updated in several areas, resulting in this European version published by Odette.
With the deployment of the contents of this recommendation and the standard vehicle transport label,
the distribution chain process owners will find that the determination of cost-optimisation potential and
the efficient implementation of synergetic effects is much easier. The basis for this is the selection of
suitable RFID technology, data structures and transponder positioning localisation in or on the vehicle.
Compared to printed information and barcode methods, RFID technology additionally offers the
opportunity of decentralised vehicle data storage (i.e. data stored on the vehicle itself) and for easier
updating of data. The deployment of RFID technology in conjunction with a standardised vehicle
distribution label is definitely not the only possibility for radio frequency technology applications when it
comes to either completed vehicles or those in the manufacturing process. Further standardisation of
RFID applications is strongly dependant on future deployment of the technology in the automotive
industry, as well as on positive experiences with current applications. Naturally, the automotive industry
considers the deployment of RFID only in connection with current products - utilisation of customer-
specific data is not contemplated and does not appear to be expedient.
1
AML = “Verein für Automobillogistik im BSL (Bundesverband Spedition und Logistik) e.V.”, i.e. “Association of
Automotive Logistics within the BSL (the German Federal Association of Forwarding and Logistics Companies),
Registered Association”
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2. STANDARD PROCESSES AND RELATED AUTOMATION POTENTIAL
2.1 THE VEHICLE DISTRIBUTION PROCESS
The customer ordering process describes all the processes between the actual entry of the order by the
customer, up to the delivery of the vehicle. The vehicle distribution process forms an integral part of the
customer ordering process. By vehicle distribution, we mean the forwarding and/or the allocation of
vehicles within a previously planned and established distribution network. The purpose is to make the
vehicle available to the dealer or the importer as the case may be, within the delivery deadline required
by the customer. Alongside the classic logistics functions such as storage, handling and order-picking, the
network also provides for a number of other services.
This recommendation examines the vehicle distribution process, beginning with the vehicle leaving the
production line and ending with the delivery to the dealership. In addition to the OEMs themselves,
there is a number of service providers, particularly carriers, involved in the process.
For logistics network control purposes, it is essential that the baseline vehicle identification process is
performed at each function point and/or decision-making point.
OEM LSL customer
Supply Chain production distribution dealers
manufacturing plant compound / dockside dealers

collector-
truck
scheduling truck dealer 1
by rail compound
dealer 2
truck
Ship truck
production by rail dockside dockside importer dealer n
baseline process for vehicle control in the distribution process

data detection data comparison / data entry dealers
Legend: - Vehicle identification

Figure 1 Graphical representation of the complete vehicle distribution process
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The baseline vehicle identification process comprises the following steps: read data, compare data and
initiate action.
For instance, once it reaches the end of the assembly line, the vehicle is released into the distribution
process. First of all, it needs a parking space, from which it can then be dispatched. For allocation of the
parking space, the baseline vehicle identification process must be carried out.
1. Read data  Read the vehicle identification number
2. Compare data  Determine the final destination
3. Initiate action  Display the loading sequence data, drive into the loading sequence
2.2 OEM PHASE
The distribution process functions within the manufacturing plant are, in principal, very similar. Once the
vehicle is handed over from production to the logistics facilities, as a general rule a number of vehicle
identification processes are performed. The purpose of which is to direct the vehicle, in accordance with
logistics variables, on its way to the customer.
Depending on the final destination, different means of transport such as trucks, railway wagons and
ships are used. The method of assigning the right vehicle to the right means of transport is ensured by
the aforementioned vehicle identification processes. In principle, the following sequence can be
assumed:
1. Vehicle collection (subject to checking for possible damage)

2. The vehicle is entered into the transport system (as a general rule this occurs either by
automatic or manual barcode scanning)
3. A loading sequence / loading bay is assigned
4. The vehicle is parked in the loading sequence / loading bay
5. A means of transport is assigned to the loading sequence / loading bay
6. The vehicle is loaded onto the means of transport provided
7. The vehicle is assigned to the means of transport
8. A number of various data and information exchanges processes is initiated
The baseline identification process is described in steps 2-3 and 5-7 above. Depending on the
manufacturer, a number of further checks and/or services may be performed, for each of which
identification processes may be necessary.
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plant limits
ship loading
sequence ship
plant limits
rail loading
sequence rail
railway wagon loading
sort facility
production buffer
truck loading
sequence truck
truck loading
parking own
internal dispatch
place
single-user trucks
access
handover to the handover to the

distribution process logistics service providers
or to customers
Figure 2 Graphical representation of the processes at an OEM delivery compound
2.3 TRANSPORT
The greater part of the transport process from the OEM to the customer is multi-stage. In some cases, it
is also multi-modal. Multi-stage means that in many cases the vehicles are transported via a number of
transhipment centres and/or a number of Logistics Service Providers (LSPs). Multi-modal means that
different types of transport are used for delivery (railways, trucks, ships, cargo planes).
After preparation and notification by the OEM to the first LSP in the chain of the vehicles ready for
loading, the vehicles are arranged into cargo loads by the latter (in as far as they have not yet been
specified by the OEM or his outbound logistics partner) and are assigned to a means of transport. The
OEM (or the logistics partner) is thus notified of the cargo arrangement. The OEM endeavours at best to
assign the vehicles to be collected into pick-up sequences, whereby it is possible to verify the
correctness of the data via vehicle identification.
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Once the LSP has taken delivery of the vehicles, the person in charge (the driver) is required to perform
the following checks:
1. Vehicle identification
2. Recording of possible damage (previous damage)
3. Check that all the cargo and transport documents conform with one another
4. Confirmation to the LSP’s order processing system (loading and start of transport)
When leaving the OEM compound, the cargo and transport documents are usually checked manually to
ensure that they match the vehicles that have been loaded.
Upon arrival of the vehicles at a compound (with or without a change of the LSP), the following activities
are performed at present:
1. Unloading und inbound-recording of the vehicles by the compound personnel;
2. Inbound check for possible bodywork damage;
3. Entry of data updates in the order processing system of the logistics services provider making the
delivery;
4. Confirmation to the OEM’s logistics system.
2.4 COMPOUNDS
Nowadays, vehicles are generally stored within the automotive logistics services networks on paved,
open spaces with an ideal capacity of 5,000 to 10,000 vehicles and areas ranging between 300,000 and
500,000 m2. The storage in the LSP terminals is controlled by means of logistics systems. The prescribed
parking place is identified on a handwritten terminal label. When delivery of the vehicle takes place (in-
gate), the terminal label is generated based on the distribution label. The handling operators drive into
the marked-off destination positions and park the vehicle.
Inventory checks of the parking areas are performed at regular intervals. Operators walk the individual
parking areas and verify that each parking space is occupied. In addition to storing the vehicles, the
service providers also see to the provision, in specifically equipped vehicle terminals, of technical
services, e.g. de-waxing, exterior and interior cleaning, paintwork and conversions.
The passage of the vehicles through the technical service facilities and the processing of the relative
orders is currently documented by scanning the terminal label.
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storage
refuelling
truck washing
VPC* / Finish
truck
delivery bay
Vehicle Vehicle
rail
Entrance de-waxing Exit
special remodelling
battery care
handover to the … handover to the

logistics service
provider dealership
servide provided

* Vehicle Processing Centre
Figure 3 Graphical representation of the standard processes at the LSP
2.5 DELIVERY
The basis for the delivery process is the calls for delivery submitted by the dealerships for the respective
vehicles. After the vehicles have passed through individual technical stations as needed, they are moved
to a separate parking area, ready for delivery to the dealership, and then loaded onto the assigned
trucks. The terminal label for all the outgoing vehicles is removed and scanned at the gate to document
the gate-out status. With railway wagon or ship deliveries, the terminal label is removed from the
vehicle and scanned to record its transport status.
2.6 DEALERSHIPS/RETAILERS
If the vehicles are delivered during dealership business hours, the driver sees to the unloading of the
vehicles assigned to the dealership and proceeds with scanning the vehicle identification number to
document that the delivery was made. The dealership runs an acceptance check and documents any
possible defects.
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storage
relocation
truck
customer
vehicle vehicle
entrance retrieval from storage exit
workshop services
handover to the dealeship handover to the customer
Figure 4 Graphical representation of the standard processes applicable to Dealerships
If the dealership and the LSP have agreed upon a night-time delivery option, the driver will unload the
vehicles assigned to the dealership after business hours and proceed with scanning the vehicle
identification number to document that the delivery was made. He will then leave the dealer a copy of
the consignment note together with the car keys in a special, anti-theft mailbox. In this case, the dealer
will run the acceptance check the next morning.
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3. PRINCIPAL SOLUTION OPTIONS AND SUITABILITY FOR THE DISTRIBUTION CHAIN
3.1 BARCODE / RFID COMPARISON
Although barcode technology nowadays is fully perfected, the effects of weather can prevent smooth
deployment. In standard operations, the barcode labels are located inside the vehicle. Where there is
falling rain, condensation or snow on the vehicle windscreen, scanning the barcode is unreliable, if not
impossible. Furthermore, based on the quality of the paper and the type of printing, barcodes will fade
at different rates. With extended storage times, many of the labels will become unreadable and
therefore useless.
The barcodes provided by the vehicle manufacturer are sometimes not usable, as they constitute only
one part of the vehicle identification number. When labelling the vehicle, some vehicle manufacturers
will dispense with displaying the manufacturer’s numeric code – the barcode bearing the vehicle
identification number is therefore incomplete. In order to ensure the availability of a complete and
consistent database, the numeric code therefore needs to be added manually in the LSP’s IT system.
The implementation of transponders increases the potential for optimization:
Data quality improvements
With the automatic storage and read-out of vehicle and order data, we can expect significant reductions
in flawed data records and/or the presence of incomplete data.
Process acceleration
Vehicle logging during gate passages as well as entries into and retrievals from storage will no longer be
performed manually by barcode scanning or by manual entry of the vehicle identification number, but
will occur automatically by transponder data readouts. The automatic registration of the vehicle upon its
entry into the compound furthermore makes planning improvements possible, due to the fact that
transmission of the vehicle data to the logistics system is much quicker. Additional time saving is
provided by the bulk tag reading function, i.e. the potential for simultaneously reading multiple vehicle
transponders.
Process cycle reductions
The implementation of transponders will not only offer the possibility for automatic vehicle
identification, but will basically also provide vehicle location (triangulation in active transponders or via
source locating systems in mobile detection equipment carried by compound staff in passive
transponders). Through vehicle source location, the search times, for example, for incorrectly parked
vehicles can be considerably reduced.
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Decentralised data management
Based on their configuration, transponders offer various memory storage capacities, thereby basically
providing the possibility of storing, alongside the plain vehicle identity data, the process-relevant status
and order data as well. Vehicle distribution activities can optionally also be controlled locally, without
having to access the central systems.
3.2 ACTIVE TAGS
Active transponders are provided with their own energy source (battery) and are therefore capable of
transmitting their individual identification information, or previously stored data records, at regular
intervals (blink rate).
Of particularly interest for logistics applications is the possibility to locate the transponder.
Determination of the location may be carried out by measuring the run time or field intensity of the
signals regularly transmitted by the transponder and received by a number of antenna/reader
combinations located area-wide. Gates can also be equipped with additional technical features, enabling
the system to clearly distinguish actual vehicle entries from a vehicle that is simply passing by. The
current vehicle positions can be displayed on a terminal plan. Figure 5 shows the principle of terminal
coverage with the deployment of active, locatable transponders.
compound
entrance / exit
compound perimeter
vehicle with active transponder terminal compound
antenna/reader road
Figure 5 Terminal coverage with implementation of active locatable transponders
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The benefit provided by this solution is the high level of automation in vehicle position detection. The
essential drawback of available systems is the relatively high expenditure for hardware and
infrastructure, particularly for the electronic terminal coverage necessary for location using
antennae/readers.
3.3 PASSIVE TAGS
Passive transponders or tags are not provided with their own energy source and use the energy received
from the reader antennae to generate a response signal. Based on tag configuration, either the tag
identity or previously stored data are transmitted. Owing to its very small size, it is possible to combine
the tag with a paper label (smart label).
The use of passive tags is principally suitable for passage checks – every time a vehicle fitted with a
passive tag drives through a gate equipped with an antenna, the vehicle is identified. The determination
of the direction of the respective vehicles is made possible by the use of two gateway antennae
arranged one behind the other, or by the use of light barriers and/or motion detectors.
compound
entrance / exit
compound perimeter
vehicle with passive transponder terminal compound
gate with reader road
Figure 6 Passage check by means of passive transponders
This solution is suitable for vehicle checks upon entry and exit in the compound’s technical facilities (the
de-waxing line, workshop facilities, etc.). With the technology we have nowadays, the locating of passive
transponders in the compound is not possible. The essential advantage of this option lies in the relatively
minor expenditure for equipping vehicles with transponders, whilst the main drawback lies in the fact
that automatic triangulation of passive transponders in extensive compounds is not possible.
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If tags are located on the side windows of cars, antennas should not be located above the car but to the
side of it.
3.4 SEMI-ACTIVE TAGS
Semi-active tags describe transponders that will broadcast signals only if they are first requested to do
so by the reader.
3.5 SEMI-PASSIVE TAGS
Semi-passive tags are passive tags with on board power for supporting different types of sensors.
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4. SMART LABEL RECOMMENDATION
In logistics, smart labels (i.e. passive tags integrated into paper labels) are preferably deployed for open
system mapping, as opposed to isolated solutions. This practice corresponds to the strategy supported
by Odette, i.e. the recommended deployment of RFID as an additional information medium – on top of
printed information and barcodes – on vehicle transport labels.
Further possible applications beyond the vehicle delivery processes are not contemplated in this
recommendation: For the end customers, i.e. car hire services and/or vehicle buyers or users,
transponders permanently installed in the vehicle would open up a number of various possibilities such
as access authorization, etc. The incorporation of this option into the present recommendation is
however ruled out, firstly from technical and economic viewpoints and secondly for reasons of privacy.
In the event of another type of transponder becoming established in the distribution chain, the
statements in this standard as to the data used and their storage structure on the tag will continue to be
used.
4.1 CHANGES IN THE INFORMATION IN THE SMART LABEL/TAG
Forwarders might have a need to update information in the label, such as destination address
information. This could be done in several ways:
o Printing a new label where both the address field and the content in MB112 has been changed
o Another solution would be to only update MB 112 in the tag, in that case the information in field
A2 will not be the same as in the tag
Please note that if a new smart label is added the old one must be removed.
4.2 LAYOUT OF THE SHIPPING LABEL
The essential standardization step in the layout of the delivery label entails the selection of the data
fundamental to the distribution chain and the arrangement of the nine essential data fields in one
“standard block”. In order to give the OEM the opportunity to display additional information on the
label, the label offers an optional ‘unrestricted’ block for the entry of manufacturer-specific data below
the ‘standard block’.
This will facilitate the identification of the data being searched for. To also facilitate the compilation of
the vehicle identification number according to a specific criterion, the number must be displayed in its
entirety – i.e. all 17 characters - both in alphanumerical and in linear barcode format (code 128). This
barcode is placed in the topmost position in the standard block. This makes the coded display of the
vehicle identification number clearly distinguishable, and erroneous readings are avoided.
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Section 1- Plant (mandatory) Section 2 - Delivery Address (mandatory)
Section 3 a - VIN (17 characters, alphanumeric, mandatory ) Section 3 c - RFID-

Indicator (mandatory, if
smart label)
Section 3 b - VIN (one-dimensional barcode, mandatory )
Section 4 - Production-No. Section 5 - Date of Section 6 - Model Section 7 - Fuel Type

Production (mandatory)
Section 8 - Special Equipment (e.g. for gate-in checks) Section 9 - Additional Information (e.g. for vehicle
handling during transportation)
Optional Data (to be used for OEM-specific data or information; may contain hand written information, barcodes [Datamatrix, PDF
417], etc.)
Figure 7 Recommended label layout (A5 format)
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Section 1- Plant (mandatory) Section 3 c -

RFID-
Indicator
(mandatory, if
smart label)
section 3 b - VIN (one-dimensional

barcode, mandatory)
Section 2 - Delivery Address
(mandatory)
Section 3a - VIN
(17 characters,
alphanumeric, mandatory )
Section 4 - Production- Section 5 - Date of

No. Production (mandatory)
Section 6 - Model Section 7 - Fuel Type
Section 8 - Special Equipment (e.g. for gate-in

checks)
Section 9 - Additional Information (e.g. for

vehicle handling during transportation)
optional data (to be used for OEM-specific

data or information; may contain hand written
information, barcodes [Datamatrix, PDF 417],
etc.)
Figure 8 Recommended label layout (10-inch format)
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As an alternative to the DIN A5 label, the data field layout was also established for the currently most-
widely used 10-inch format for smart-label printers (see Fig. 8). Here too, the standard block layout must
be clearly separated from the optional block. This can simply be lengthened to adapt to the
requirements for the display of any additional data, as required.
In the data formatting, the recommendation is closely based on current established EDI formats:
No. Description Field specification Example
(similar to EDI, the EDIFACT data -
formats are shown in round brackets)
01 Manufacturing plant
- Plant code an..25 (an..35) SI
- Location an..35 (an..256) Sindelfingen plant
- Country an..3 (an..3) DE
02 Delivery address
- Destination port code an..35 (an..25) DEBHV
- Destination port name an..35 (an..256) Bremerhaven
- Dest. railway station code an..35 (an..25) 711
- Dest. railway station name an..35 (an..256) Wolnzach
- Dealer/Retailer an..35 (an..35) AH Peter Gruber
- Street address line 1 an..35 (an..35) Building 5 Gate 4
- Street address line 2 an..35 (an..35) Detmolder Straße 10
- Postal code an..10 (an..17) 77801
- City an..35 (an..35) Lahr
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03a Vehicle Identification No. an..17 (an..35) WP1ZZZ98POS123456
03b Vehicle Identification No. (Barcode)
03c RFID- indicator mark an..7 (an..7) RFID B*
04 Production number an..35 (an..35) 01501
05 Production date an..35 (an..35) 200705231530
06 Model
- Model-Code no. an..35 (an..35) 980101
- Model description an..35 (an..256) 911 Cabrio
07 Fuel type
- Fuel type an..17 (an..17) Normal, Super, Diesel, AdBlue …
08 Optional equipment n * an..35 (an..17) Radio-CD with navigator functions
09 Additional transport n * an..35 (or n * an..70 Spring travel limiter
Related information resp. Coded as an..3)
Figure 9 Field specifications and examples
4.2.1 FONT SIZE
Recommended minimum Label Font Size: 10 Point, 2.5 mm
4.3 TRANSPONDER CONFIGURATION
4.3.1 FUNDAMENTAL REQUIREMENTS FOR THE TECHNOLOGY
The processes involving the vehicles along the vehicle dispatch route give rise to a set of requirements
for the RFID technology.
4.3.1.1 TRANSIT SPEED
It must be possible to read out the VIN from the transponder at a speed of 30 km/h. This applies to both
the detection of an individual vehicle as well as a group of vehicles loaded on a truck..
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4.3.1.2 ENVIRONMENTAL CONDITIONS
The smart label implemented must satisfy the following environmental conditions:
Temperature range: it must be readable from - 20°C* to + 70°C
Storable at - 40°C to + 100°C
* Should be checked against present tag specifications
UV resistance: The label printing both in writing and barcode form must be UV-resistant
and insensitive to solar radiation
Durability: The Smart Label must be readable for at least 24 months
Adhesive: Self-adhesive smart labels must be removable from the vehicle

windscreen leaving no adhesive residue
If the label is applied on the vehicle’s exterior surface, it is additionally required to be weatherproof. It is
also necessary to ensure durability under certain specific applications (e.g. the rush of air while being
transported, car washes, etc.).
4.3.1.3 READ/WRITE RATE
It is necessary to verify carefully the readability of freshly printed smart labels. Defective transponders
must be discarded during the label generation and printing process. When applied, the smart label must
be at least 99.97 % readable. Users should be aware of that they could receive bad tags/labels from the
manufacturers; bad tags/labels are normally marked but can still be found in a roll of tags/labels. There
are some tag errors that are not always detected until they are read at a normal reading distance.
In the scan process, the aim is a readability rate of at least 99.7 % and this is considered necessary. For
vehicles featuring metallised windscreens and for use in adverse weather conditions (rain, ice, snow),
solutions are anticipated from the technology manufacturers.
4.3.1.4 STORAGE CAPACITY
The Unique Item Identifier (UII) memory area of the smart label chip must be capable of storing the
CRC16, PC-word, DI, and the 17-character (alphanumeric) VIN number. Consequently, a memory of at
least 112 bits is required. A UII memory of 96 bits is not sufficient.
The use of the User Memory for other data is described in section 4.2.7.
If required, the UII should be locked according to ISO/IEC 18000-6C or EPCglobal UHF Gen 2 air interface
protocols. If the User Memory exists in the tag then bit 15 in the PC Word shall be set to “1” and the first
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byte in the User Memory shall be set to “00000000”. If the User Memory does not exist, bit 15 shall be
set to “0”. These actions shall be taken before locking the UII Memory.
4.3.1.5 TRANSPONDER ANTENNA ATTACHMENT, LOCATION AND ORIENTATION
It is recommended that the smart label be attached to the rear side window on the driver’s side (only
valid for cars). This is to ensure that with right-hand-drive vehicles, the driver can see the label without
having to walk around the vehicle. The smart label antenna should be oriented vertically.
If more than one gate is in use, then the choice of reader antennae with different polarizations may
improve overall system performance. The smart label can be attached either from the inside or the
outside, provided that the conditions set out under section 4.2.1.2, are observed.
4.3.1.6 RECYCLING
All future ISO/IEC and/or Odette recommendations and standards on transponder recycling must be
taken into account. 2
4.3.2 FREQUENCY RANGE
Smart labels with a frequency range from 860 to 960 MHz should be used. The smart labels should be
provided with broadband configuration, in order to ensure worldwide readability in compliance with the
respective standards in the frequency range as specified. Any possible resonance disturbances arising
due to tag application on the side window must be taken into account and they must not lead to the
deterioration of the readability rate described under section 4.2.1.3.
4.3.3 WIRELESS INTERFACE / PROTOCOL
The basis of this recommendation is the application of ISO/IEC 18000-6 (Type C). The recommendation
only refers to the Unique Item Identifiers (UII, Memory Bank 012) and to the optional user memory
(Memory Bank 112) - (please refer to Fig. 10). Only the compressed VIN is stored in the UII memory area,
so as to ensure the quickest possible data transmission. Further data (see Fig. 9), can be stored in the
optional user memory (see Annex B). Detailed information on wireless interfaces is provided in ISO/IEC
18000-6 (Type C).
2
The “ISO/IEC PRF TR 24729-2 Radio frequency identification for item management – Implementation Guidelines – Part 2:
Recycling and RFID tags” is still in the process of being elaborated at the time of publication of this recommendation.
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4.3.4 VIN COMPRESSION
Compression of the DI and the 17-character (alphanumeric) VIN number is provided by way of 6-bit
compaction according to ISO/IEC 15962.
4.3.5 DATA STRUCTURE
The principal structure of the data stored on the transponder has been defined in the ‘’air interface’
standard in accordance with ISO18000-6C.
ISO 18000-6C assumes a logical division of the tag storage into 4 data segments, which are represented
in the diagram below:
Figure 10 ISO/IEC 18000-6 (Type C) transponder memory areas
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An overview of the data structure in the UII memory area is provided in Figure 11, “Structure of the 01
(UII) memory area” as follows:
ISO/IEC 18000-6C MB01 layout
16bits / 2 bytes 16bits / 2 bytes 96 - 240 bits / 12 - 30bytes
x10 x15 x17 x20

x00 x0F x14 x16 x18 x1F
Zero fill
UII Tag to the
CRC Length AFI
Encoding word
boundary
PC
‘0’ for EPC, AFI for ISO/IEC
‘0’ = EPC/DoD, ‘1’=IEC/ISO
‘1’ = XPC exists, else ‘0’

‘1’ = Data present in MB11
Figure 11 Structure of the 01 (UII) memory area
4.3.5.1 DATA STRUCTURE IN MB01/ UII
MB012 = UII (Unique Item Identifier):
CRC: calculated checksum on the tag for data verification
PC: contains several data fields, including:
Length of the UII field in words (one word equals two bytes)
Bit 15: Switch, whether user data is saved or not in MB112
Bit 17: Switch, if an EPC or an ISO number stands in the UII field below
Characteristic of the AFI field (Application Family Identifier)
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UII field: contains the unique container ID
Any further syntax (e.g. compliant with ISO/IEC 15434) is not required for the UII memory area. The VIN
shall be protected with a password to prevent overwriting.
Table 1: Coding Scheme for Vehicle Identification Number in MB01
Data Type Value Size Description

Hardware
CRC-16 16 bits Cyclic Redundancy Check
assigned
PC Word, bit 10
00111 5 bits Length of the UII data in words (word = 2 bytes)
H - 14 H
PC bit 15H 0 or 1 1 bit 0 = No valid User Data 1 = Valid User Data
PC bit 16H 0 1 bit 0 = “Extended PC word“ not used
PC bit 17H 1 1 bit 1 = data interpretation rules based on ISO
AFI A1H 8 bits Application Family Identifier used in line with
ISO/IEC 15961 and ISO/IEC 17367.
Subtotal 32 bits
UII: All UII data are 6 bit compacted according to
ISO 15962, not used positions are padded with
leading zeros
DI “I” 1 an Data Identifier for VIN
Object (VIN) 17 an 17 an characters in capital letters
Type
Padding 1000 8 bits Padding to byte boundary
Subtotal 112 bits
Total bits: 144 bits
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An example of what the storage process for CRC-16, PC-word, DI (I), VIN (WV2ASG0A09B545347)
without optional user memory would look like is as follows:
Compacted VIN Byte 13 D3 78 Compacted VIN Byte 14
Compacted VIN Byte 11 4D 73 Compacted VIN Byte 12
Compacted VIN Byte 9 42 D7 Compacted VIN Byte 10
Compacted VIN Byte 7 07 0E Compacted VIN Byte 8
Compacted VIN Byte 5 31 F0 Compacted VIN Byte 6
Compacted VIN Byte 3 B2 05 Compacted VIN Byte 4
Compacted VIN Byte 1 25 75 Compacted VIN Byte 2
Protocol Control word Byte 1 39 A1 Protocol Control Byte 2 (AFI)
CRC-16 Byte 1 hh hh CRC-16 Byte 2
Figure 12 Example of a VIN in the UII memory area
4.3.5.2 DATA STRUCTURE IN MB112/USER MEMORY
4.3.5.2.1 DATA REQUIREMENTS
A unique identifier must be saved on the transponder as a minimum requirement See also the
ISO data structure model and the ‘MB01 – UII’ data segment above
The following information is relevant when, according to Table 1 above, PC Bit 15 h = 1, PC Bit
17h = 0 or 1.
This document describes Access Method “0”, and Format 13 for encoding data within MB112.
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4.3.5.2.2 THE DSFID
The single-byte DSFID (Data Storage Format IDentifier) defines the Access Method and the Data Format,
and has the following structure:
Bits 8 and 7 define the Access Method, which determines how data are encoded on the tag. See
Table 2 below.
 In this standard, the access method recommended is "No Directory," with bit value ‘00’.
Bit 6 is the Extended Syntax indicator.
Bits 5 through 1, inclusive, describe the Data Format registered under the rules of ISO/IEC 15961
Part 2.
 A DSFID value of “0Dh” indicates the use of “No Directory and Format 13 using the
ISO/IEC 15962 Assigned Relative OID DI Table”.
NOTE: The Assigned Relative OID DI Table can be found at: www.autoid.org/ANSI_MH10/ansi_mh10sc8_wg2.htm.
15961 15962 15962

integer DSFID SFF bit Name Description
code bit code code
0 00 00 No-Directory This structure supports the contiguous abutting of all
the Data-Sets
1 01 00 Directory The data is encoded exactly as for No-Directory but
the RFID tag supports an additional directory, which is
first read to point to the address of the relevant object
identifier.
2 10 00 Packed-Objects This is an integrated compaction and encoding scheme
that formats data in an indexed structure as defined
by the Application administrator (see ISO/IEC 15961-2)
3 11 00 Tag-Data-Profile This is an integrated compaction and encoding scheme
for a fixed set of data elements, each of a defined
length
TBD* TBD* TBD* Proposed This is a proposed integrated compaction and
Harmonised 6-bit encoding scheme for ISO/IEC 15434, Format 06 (Data
Identifiers), utilizing 6-bit encoding and no directory
structure, with each message terminated by an <EOT>
character
4-15 00-11 10-11 Currently reserved for future revisions of ISO/IEC
15962
Table 2: Assigned and Reserved Access Methods
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4.3.5.2.3 ACCESS METHOD 0 FORMAT 13; ISO/IEC 15961-2 DEFINED ENCODING ASSIGNED TO
ISO/IEC 15962 ASSIGNED RELATIVE OID DI TABLE. SEE TABLE 2
The first byte of memory is a DSFID that always has a fixed value of 0Dh indicating that user
memory is encoded using Access Method 0 and Format 13 (ISO/IEC 15962 Assigned Relative
OID DI Table).
The second byte of memory is a Precursor, consisting of an Offset bit, Compaction code (3
bits), and Assigned Relative OID DI Table value for the DI used. (4 bits).
The third byte of memory indicates the length (in bytes) of the data, encoded as an EBV-8
value.
The subsequent bytes (whose length was indicated by the preceding byte) contain the data,
using the encoding schema as denoted within the Precursor (Integer, Numeric, 5-bit, 6-bit or
7-bit).
The above pattern of Precursor, Length of Data, and Data is repeated for each datum written
into User Memory.
The encoding process terminates the data stream (made up of all the Precursor, Length of
Data, Data elements) with an 8-bit “02” byte, unless there is no memory available after the
last byte of data.
4.4 SMART LABEL IDENTIFICATION MARKING
To provide a visible indicator for the use of a smart label, item B* (860 - 960 MHz, ISO/IEC 18000-6 Type
C) has been specified for use, per the proposal by the AIM (Association for Automatic Identification and
Mobility). For graphics printers, it is necessary to use the emblems available on the www.aimglobal.org
website. Non-graphics printers must instead use the “RFID B*” emblem.
Figure 13 RFID emblems*.
* These emblems are expected to become part of the ISO/IEC 29160 standard and are shown here are examples.
4.5 SYSTEM INTEGRATION
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Individual implementation of the solution and its system integration are strongly dependent on the
individual initial situation, as well as on the strategies and orientations of the planned solution.
Nevertheless, the solution development process should take the following considerations into account:
4.5.1 INTEGRATION OF THE R EADING SYSTEM INTO T HE IT INFRASTRUCTURE
This recommendation has been developed with a view to enabling future vehicle distribution using the
data stored on the transponder as well (decentralized data management).
What is primarily of most benefit is the online integration of the reading system into the IT infrastructure
in order to provide for the largely automatic detection and centralised processing of vehicle gate-
passages, localisation and status updates. Possible deviations from planned processes can thus be
detected earlier so that appropriate control steps are triggered automatically. It will additionally be
possible to make changes to already operative processes should the need arise.
And last but not least, an integrated solution also offers additional security features thanks to the
backup of current data processes. Any possibly required changes in the process are thus automatically
detected and documented, even if they were not changed on the RFID transponder.
4.5.2 CONCEPTUAL DESIGN OF THE NECESSARY SYSTEM INTEGRATION SOLUTION
The primary tasks that the system integration solution needs to cover are:
Link-up of the RFID device(s): RFID reading devices offered by a number of different manufacturers.
The deployment of appropriate middleware will allow for the use and operation of a wide selection
of devices. Heterogenic RFID system landscapes will be under standardized control as well.
Monitoring the RFID infrastructure: Infrastructure availability and reliability are essential to the
determination of cost effectiveness. The IT solution must therefore be capable of automatically
detecting malfunctions and reacting accordingly.
Processing and filtering of the individual reading events: The system integration solution must be
capable of processing the individual, single reading events into business-related information. This
entails the filtering and aggregation of individual reading events.
Error processing, alerting and notification: The solution must include a concept that detect errors
and can initiate the corresponding corrective action. Based on definite rules, alerting and
notification processes can thus be triggered automatically.
Currently there are various approaches to the integration of RFID solutions into the IT infrastructure.
4.5.3 SERVICE-ORIENTED SYSTEM INTEGRATION APPROACH
In service-oriented architectures, different services are integrated into the solution being developed
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with the aid of corresponding software solutions. Besides the already existent infrastructure, available
system management services can, for instance, also monitor the RFID reading units. Viewing of the
process information can occur with the aid of an existing portal and user authorization via the available
directory services. In this case, system integration expenditures are reduced via simultaneous utilization
of available services. In addition, the implementation of reading event detection capabilities in vehicle
distribution processes will result in the availability of a new service. The readout of the events may
provide information for additional applications in future, further improving cost-effectiveness.
4.5.4 APPLICATION-ORIENTED SYSTEM INTEGRATION APPROACH
In an architecture currently providing little or no service-oriented architectural approaches, the selection

of a package approach may under the circumstances prove to be more advantageous in the short term.
All the necessary services would be implemented within the system integration framework. The
advantage is the rapid development of a turnkey solution comprising all the necessary functions
mentioned. The risk of any such solution is certainly the possible development of redundant
functionalities within an infrastructure and the creation of non-integrated data silos. This would hinder
the re-utilisation of the services implemented as well as of the reading events that are detected.
4.5.5 OPERATING SYSTEM
The functions of an RFID infrastructure may be provided by an IT Service Provider.
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5. COST BENEFIT ANALYSIS OF THE RECOMMENDED TECHNOLOGY
In addition to specifying a standard for the technology recommended for implementation in distribution
logistics, the cost-effectiveness of changing over to RFID as the identification medium constitutes an
essential decision criterion for each participant in the distribution chain. The key points of a cost-benefit
analysis for RFID deployment are provided below.
The decision-making process should also entail a comparison of the scenarios involved:
- continuation of current processes
- improvements to conventional process
- introduction of an RFID solution
5.1 COSTS OF USING RFID
The first step in determining costs is to decide on the detection processes to be supported with RFID
technology, from which it is then possible to determine the required technology elements.
Handover area Buffer

area Storage
Technical treatment
Buffer
area
Gate Filling
station
Storage
Gate readouts
Filling
station Mobile detection
Figure 14 Compound showing fixed and mobile RFID logging points
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The required detection technology depends on the number of fixed (i.e. hall entrances and gates) and
mobile (truck/vehicle operators, check personnel) identification points. The quantity of smart labels
required is dependent on the volume of the vehicle turnover rate within the logistics environment
studied, as well as whether the smart labels have already been handed over in the process chain. In this
case only replacements for any damaged smart labels need to be provided. The quantity will also
depend on whether the smart labels need to be generated and placed in the vehicle when it enters the
compound.
Based on the compound topography, vehicle movements and the number of operators assigned to the
various tasks, it is possible to determine the necessary technical components, e.g.:
● Reader gates for the detection of vehicles moving on their own four wheels;
● Reader gates for the detection of vehicles as truck loads or as railway wagon loads;
● Mobile detection equipment (with RFID reader);
● Smart labels;
● Miscellaneous (information terminals, smart label printers, etc.)
For the acquisition of the transponder data, an interface with the logistics system currently being used is
additionally required, i.e. a cost is involved for software customisation.
Ongoing costs must be taken into account when considering the overall result:
● Technical and system maintenance;

● Licensing costs;
● Replacement of smart labels or ongoing purchase of smart labels and;
● Possible process costs due to placing the smart labels in the vehicles
5.2 BENEFITS OF RFID IMPLEMENTATION
The benefits of a (partial) automation of the identification processes are given by practicable process
improvements and the prevention of error correction costs.
5.2.1 REDUCTION OF MANUAL ENTRY OPERATIONS
To determine the possible optimisation potential when implementing RFID in the operative processes, it
is interesting to examine which manual entry processes in particular can be automated via the
implementation of reader gates:
- Abolition of permanently staffed vehicle-passage control points (Attention: often simultaneous

quality checks are run by operators at the same points);
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- Abolition of recording activities at incoming and outgoing checks on vehicles within the
operative areas, such as vehicle preparation areas, inspection halls, etc.
5.2.2 PREVENTION OF ERROR CORRECTION COSTS
For a realistic assessment of operative errors the recommendation is to identify and quantify potential
error sources such as:
- Data entry errors when manually recording the Vehicle Identification Number
- Errors in the documentation of completed process steps (e.g. work on the vehicle subject to
invoicing)
- Incorrect positioning of vehicles or errors in recording the vehicle storage position.
These operative errors result in verification activities, in manual data corrections and in searches
conducted throughout the compound. In practice, the sum of the foregoing activities and of the costs
they actually incur can often only be estimated, as pertinent data collection is expensive.
5.2.3 DATA STORAGE ON BOARD THE VEHICLE
The memory storage capacity offered by some types of transponders in the user memory area allows for
vehicle onboard data storage for process control. Both the relevant, overall vehicle-dispatch process
information – for instance, the destination address as well as all the data that is important to the current
process owner, such as the next parking place for the vehicle, can be stored here.
This process mode is particularly interesting when decisions concerning the vehicle are taken at the local
level (i.e. off-line) without any connection with the main control system.
Manufacturers' particulars can be deleted or overwritten when the vehicle is handed over to the LSP;
the service provider can store the data relevant to him and then delete the data at handover to the
dealerships.
5.2.4 NON-QUANTIFIABLE IMPROVEMENTS
Moreover, the increase in process transparency and timeliness of update information expected from the
implementation of RFID technology promises positive side-effects that are not so easily quantifiable. For
instance, access to information concerning the current status of individual vehicles is improved, whilst
scheduling processes are provided with access to a more accurate database.
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5.3 ECONOMIC PROFITABILITY ASSESSMENT
Costs and benefits can be assessed based only on an individual installation. It is not possible to give any
precise figures in this document, but the following table is shown simply as a guide to the various key
items that need to be taken into account in the calculations. The period of the analysis could be five
years and a breakeven point could be determined when all the costs and potential savings are known.
Years 0...n
Investment in equipment
Software adaptation
Network infrastructure costs
Costs [€] Maintenance replacement
Additional operating expenses
Total
Total (cumulative)
Personnel hours eliminated

Elimination of conventional label
Savings [€]
Total
Toal cumulative
Adjustment to net income [€]
Cumulative adjustment to net income [€]
Figure 15 Table of Costs and Savings to be considered over a given period
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6. FUTURE PROSPECTS
Odette deemed it important to catch up as quickly as possible with the now overdue standardisation of
the vehicle dispatch label, and at the same time prepare for the changeover from the current barcode to
using the RFID system.
This recommendation can now serve as a reference for European OEMs, LSPs and technology
manufacturers. It will be used as a proposal for a global recommendation to be produced by the Joint
Automotive Industry Forum (JAIF),i.e. Odette in collaboration with AIAG, JAMA and JAPIA.
Amendments to the recommendation are expected when the progress in availability and applicability of
RFID technology make it necessary.
The content of this recommendation can also be applied to the distribution of commercial vehicles.
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7. GLOSSARY
Additional, transport related Safety related information that must be or should be implemented for
information vehicle localisation and for any necessary vehicle care emphasis
during transportation or possible compound movements.
AML Acronym for “Verein für Automobillogistik im BSL (Bundesverband
Spedition und Logistik) e.V.”, i.e. “Association of Automotive Logistics
within the BSL (the German Federal Association of Forwarding and
Logistics Companies), Registered Association”
Application Family Identifier (AFI) Identifies the transponder’s range of application and can be utilised as
an application filter (e.g. IATA “International Air Transport
Association”, or automotive industry).
Part of the Protocol Control (PC) field (8 bit)
Compound Location where vehicles are parked and handled and/or may be
additionally modified to customer or to contract specifications,
respectively.
Data Format Abbreviation for long (Root) Object Identifier (e.g. 0CHEX for 1 0 15961
12).
Bit 1-5 of Data Storage Format Identifiers (DSFID)
Dealer No. / Importer No. Number assigned by an OEM, for internal dealer or importer
identification
Delivery address The address specified either on the shipping order or on the transport
document to which the vehicle is required to be delivered to, e.g. port
of destination (code), country; destination station (code), country;
dealer (street address, postcode, city, country)
Loading bay Location from which the vehicles are to be directly retrieved from, or
the coded gate, deposit facilities or park facilities in which the vehicles
are parked and stored after receipt in a receiving/storage compound.
LSP Logistics Service Provider
Mandatory (fields) Mandatory field on a shipping label, to be filled with data entries for
shipping process support.
Means of carriage (unit) Means of carriage (unit).
is one of the units used as a means of transporting goods (i.e. by ship,
airplane, train, trailer) in the various transport units as the case may
require.
Model Describes the product line and/or vehicle bodywork
Object Identifier for further product Registered data identifier plan.
related data Important for optional user memory data.
Object Identifier for UII Registered identification number system (for globally unique item
identifier)
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OEM Original Equipment Manufacturer (vehicle).

Optional equipment Field on the shipping label provided to support visual checks of items
that have been permanently integrated into the vehicle (e.g. DVD and
navigation devices) and subject to theft hazards, or of additional items
that need to be kept safe (e.g. accessory kits).
Order no. Check number pertaining to an order
RFID Radio Frequency Identification. Automatic identification method,
using devices called RFID tags or transponders.
Smart Label Passive RFID tags integrated into labels.
Tag In data processing and information technology, tag stands for label,
readout tag, adhesive label or brand label.
Terminal Labels Label, tag, ticket or marker assigned by the shipper or transport
company via which it is possible to identify e.g. the vehicle by specific
compound.
Transponder A transponder or tag is the actual data, storage medium in an RFID
system. It is normally consists of an antenna and an electronic
microchip. The term transponder is short for TRANSmitter and
resPONDER.
Triangulation Triangulation can be implemented to determine the coordinates of an
electronic transmitter, e.g. of an RFID Tag, via radio cross-bearing.
VIN The Vehicle Identification Number is a unique, 17-figure serial number
used and acknowledged on worldwide scale by the automotive
industry to identify individual motor vehicles. It is assigned by the
OEM manufacturer and etched onto the vehicle body/chassis.
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ACKNOWLEDGEMENTS
This best practice recommendation has been produced by the Odette RFID Subgroup 2 – Vehicle
Distribution
Supporting Stakeholders:
Ford, Daimler, Gefco, Renault, PSA Peugeot Citroën, AB Volvo, Volkswagen Group, Olle Hydbom, BLG
Logistics, ECG (Association of European Vehicle Logistics).
Disclaimer:
The contents of this document reflect the latest level of technical information. Application of this
recommendation is the total responsibility of the user and Odette cannot be held responsible in any way
for its use or application. This recommendation has been developed from the VDA 5520 document and
updated to reflect the needs of the Odette community, including the latest technical developments and
the most recent versions of the related ISO standards. There are several references to documents and
processes of the VDA (German Automotive Association). They have been included in order to ensure
that the Odette recommendation is consistent with the equivalent VDA recommendations.
[38]

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Automotive Supply Chain Best Practice Recommendation

RFID in Vehicle Distribution

RFID in Vehicle Distribution Processes Doc Ref No: LR02

This recommendation has the following objectives:

Standardisation of RFID components implemented in vehicle distribution processes by all

Standardisation of the vehicle distribution label format

Standardisation of the vehicle shipping data to be stored on the RFID transponder

RFID in Vehicle Distribution Processes Doc Ref No: LR02

2. STANDARD PROCESSES AND RELATED AUTOMATION POTENTIAL .......................................................... 6

2.1 THE VEHICLE DISTRIBUTION PROCESS ........................................................................................................... 6

3.1 BARCODE / RFID COMPARISON ................................................................................................................. 12

DATA QUALITY IMPROVEMENTS .................................................................................................................... 12

PROCESS ACCELERATION ................................................................................................................................ 12

PROCESS CYCLE REDUCTIONS ......................................................................................................................... 12

DECENTRALISED DATA MANAGEMENT .......................................................................................................... 13

3.2 ACTIVE TAGS .......................................................................................................................................... 13

4. SMART LABEL RECOMMENDATION ....................................................................................................... 16

4.1 CHANGES IN THE INFORMATION IN THE SMART LABEL/TAG ............................................................................. 16

5. COST BENEFIT ANALYSIS OF THE RECOMMENDED TECHNOLOGY .......................................................... 31

5.1 COSTS OF USING RFID ............................................................................................................................. 31

RFID in Vehicle Distribution Processes Doc Ref No: LR02

5.2.1 Reduction of manual entry operations .......................................................................................... 32

6. FUTURE PROSPECTS .............................................................................................................................. 35

FIGURE 1 GRAPHICAL REPRESENTATION OF THE COMPLETE VEHICLE DISTRIBUTION PROCESS ............................................... 6

RFID in Vehicle Distribution Processes Doc Ref No: LR02

January 2010 © Odette International Ltd

RFID in Vehicle Distribution Processes Doc Ref No: LR02

2. STANDARD PROCESSES AND RELATED AUTOMATION POTENTIAL

2.1 THE VEHICLE DISTRIBUTION PROCESS

OEM LSL customer

Supply Chain production distribution dealers

manufacturing plant compound / dockside dealers

baseline process for vehicle control in the distribution process

Legend: - Vehicle identification

January 2010 © Odette International Ltd

RFID in Vehicle Distribution Processes Doc Ref No: LR02

1. Read data  Read the vehicle identification number

2. Compare data  Determine the final destination

2.2 OEM PHASE

1. Vehicle collection (subject to checking for possible damage)

January 2010 © Odette International Ltd

RFID in Vehicle Distribution Processes Doc Ref No: LR02

handover to the handover to the

Legend: - Vehicle identification

Figure 2 Graphical representation of the processes at an OEM delivery compound

January 2010 © Odette International Ltd

RFID in Vehicle Distribution Processes Doc Ref No: LR02

2. Recording of possible damage (previous damage)

1. Unloading und inbound-recording of the vehicles by the compound personnel;

2. Inbound check for possible bodywork damage;

4. Confirmation to the OEM’s logistics system.

January 2010 © Odette International Ltd

RFID in Vehicle Distribution Processes Doc Ref No: LR02

handover to the … handover to the

Legend: - Vehicle identification

Figure 3 Graphical representation of the standard processes at the LSP

January 2010 © Odette International Ltd

RFID in Vehicle Distribution Processes Doc Ref No: LR02

handover to the dealeship handover to the customer

Legend: - Vehicle identification

Figure 4 Graphical representation of the standard processes applicable to Dealerships

January 2010 © Odette International Ltd

RFID in Vehicle Distribution Processes Doc Ref No: LR02