ISO/IEC 17025 moves to final stage of revision

Calibration as well as testing and analysing a sample is the daily practice of more than 60 000 laboratories worldwide, but how can they reassure customers about the reliability of their results?

Over the years, ISO/IEC 17025, General requirements for the competence of testing and calibration laboratories, has become the international reference for testing and calibration laboratories wanting to demonstrate their capacity to deliver trusted results. The International Standard, published jointly by ISO and IEC (International Electrotechnical Commission), contains a set of requirements enabling laboratories to improve their ability to produce consistently valid results.

However, the laboratory environment has changed dramatically since the standard was last published, leading to the decision to revise the standard and integrate significant changes. Steve Sidney, one of the Convenors of the working group revising the standard, explains: “The last version of ISO/IEC 17025 was published in 2005. Since then, market conditions have changed and we felt we could bring some improvements to the standard.”

Heribert Schorn, working group Convenor who also participates in IECEE (System of Conformity Assessment Schemes for Electrotechnical Equipment and Components), adds: “The revision was needed to cover all the technical changes, technical developments and developments in IT techniques that the industry has seen since the last version. Additionally, the standard takes into consideration the new version of ISO 9001.”

This standard is of high significance for the IEC Conformity Assessment Community as it outlines the basic requirements for testing within all Conformity Assessment Schemes and Programmes operating within the IECEE, IECEx, IECQ and IECRE Conformity Assessment Systems.

The review was started in February 2015 as a result of a joint proposal by the International Laboratory Accreditation Cooperation (ILAC) and the South African Bureau of Standards (SABS), who is a member of ISO and hosts the IEC National Committee. The standard’s revision process has now reached the Final Draft International Standard (FDIS) stage, the last leg of development before publication.

he main changes

The revision of ISO/IEC 17025 takes into account the activities and new ways of working of laboratories today. The main changes are as follow:

• The process approach now matches that of newer standards such as ISO 9001 (quality management), ISO 15189 (quality of medical laboratories) and ISO/IEC 17021-1 (requirements for audit and certification bodies). The revised standard puts the emphasis on the results of a process instead of the detailed description of its tasks and steps.
• With a stronger focus on information technologies, the standard now recognizes and incorporates the use of computer systems, electronic records and the production of electronic results and reports. Modern-day laboratories work increasingly with information and communication technologies and the working group felt it was necessary to develop a chapter on this topic.
• The new version of the standard includes a chapter on risk-based thinking and describes the commonalities with the new version of ISO 9001:2015, Quality management systems – Requirements.
• The terminology has been updated to be more in step with today’s world and the fact that hard-copy manuals, records and reports are slowly being phased out in favour of electronic versions. Examples include changes to the International Vocabulary of Metrology (VIM)and alignment with ISO/IEC terminology, which has a set of common terms and definitions for all standards dedicated to conformity assessment.
• A new structure has been adopted to align the standard with the other existing ISO/IEC conformity assessment standards such as the ISO/IEC 17000 series on conformity assessment.
• The scope has been revised to cover all laboratory activities including testing, calibration and the sampling associated with subsequent calibration and testing.

Using ISO/IEC 17025 facilitates cooperation between laboratories and other bodies. It assists in the exchange of information and experience and helps harmonize standards and procedures, as Warren Merkel, another Convenor of the working group, explains. “ISO/IEC 17025 impacts the results delivered by laboratories in a number of ways. The standard requires them to meet criteria for competence of their personnel, the calibration and maintenance of their equipment and the overall processes they use to generate the data. This requires laboratories to think and operate in a way that ensures their processes are under control and their data are reliable.” Results also gain wider acceptance between countries when laboratories conform to the standard.

Developed jointly by ISO and IEC in the Committee on conformity assessment (CASCO), the new version of ISO/IEC 17025 will replace the 2005 version and is scheduled for publication at the end of this year.

Source:iso.org

 

Tin bài 07/9

14/ APEC meeting on SMEs

The event will create valuable opportunities for businesses to exchange effective cooperation ideas in the context of globalisation and integration, said Hồ Sỹ Hùng, Director of the Enterprise Development Agency under the Ministry of Planning and Investment at a press conference in Hà Nội yesterday.

Ministers will discuss measures to facilitate business access to markets and deeper engagement in global value chains; enable MSMEs to get access to new technologies, improve management capacity, and increase their competitive edge; and promote entrepreneurship and business ethics.

They are also expected to adopt a number of documents, including a declaration on promoting start-up businesses, and a strategy developing green, sustainable and innovative SMEs.

A series of related meetings will take place during the event such as the 45th APEC Small and Medium-sized Enterprise Working Group Meeting, APEC Online to Offline (O2O) Forum, APEC Startup Forum, and Forum on APEC Digital Economy.

Established in 1989, APEC comprises 21 economies, including Australia, Brunei, Canada, Chile, China, Hong Kong, Indonesia, Japan, the Republic of Korea, Malaysia, Mexico, New Zealand, Papua New Guinea, Peru, the Philippines, Russia, Singapore, Taiwan, Thailand, the US and Việt Nam.

Việt Nam joined APEC in 1998. SMEs employ more than 50 per cent of the workforce and contribute over 40 per cent of the GDP in Việt Nam.

Source: Vietnam News

 

15/ Korea-ASEAN FTA support center opens in Jakarta

The center was set up at the Korea Trade-Investment Promotion Agency (KOTRA) office in the capital city of the Association of Southeast Asian Nations (ASEAN) member state to mark the 10th anniversary of the open trade deal.

South Korea’s exports to the 10-member ASEAN nearly doubled to US$119 billion last year from $61.8 billion in 2006.

Indonesia has not made the best use of the FTA, although the country accounts for about 40 percent of the gross domestic products of ASEAN, the ministry said.

The opening of the support center in Jakarta brings to 11 the number of South Korea’s FTA support centers abroad with China having seven, Vietnam two and Colombia one.

The ministry, meanwhile, said it will hold an event in Ho Chi Minh City, Vietnam, on Sept. 7 to promote the bilateral free trade deal between South Korea and Vietnam.

The FTA between South Korea and Vietnam went into force in December 2015.

Data released by the Korea Customs Service said outbound shipments to Vietnam surged 49.8 percent to $26.95 billion in the first seven months this year from a year earlier. This makes the country South Korea’s third largest export destination only after China and the United States

Source: Yonhapnews

 

16/ Industry 4.0 demands coordination: Deputy PM

Deputy Prime Minister Vũ Đức Đam called on all society to co-ordinate to create momentum for the so-called fourth industrial revolution, or Industry 4.0, using new digital technologies.

The politician was speaking at the Việt Nam ICT Summit 2017 yesterday in Hà Nội, with the event themed “Việt Nam: Digital Transformation in the Industry 4.0”.

The Deputy Prime Minister also asked the information and communication technology (ICT) industry to build a complete information technology infrastructure.

To take advantage of Industry 4.0, Việt Nam needs develop its broadband infrastructure, especially by popularising 4G technology and developing 5G technology, Đam said.

Việt Nam needs to step up information technology services outsourcing, while State agencies must be bolder in promoting the use of information technology.

Ministries, sectors, associations and enterprises must also review and implement six tasks assigned by Prime Minister Nguyễn Xuân Phúc at the Việt Nam ICT Summit 2016, the Deputy PM emphasised.

Minister of Information and Communications Trương Minh Tuấn affirmed the ministry’s determination to strengthen capacity to make use of the fourth industrial revolution, citing his ministry’s plan to implement policies to ensure the development of digital infrastructure and the security of the national information system, and issue standards in the field of information and technology.

Chairman of Việt Nam Software and IT Services Association Trương Gia Bình said that as the fourth industrial revolution was taking place at an accelerating pace, the ITC Summit organisers chose the theme and held forums focused on the development of digital transformation strategies in Việt Nam.

At the event, a list of Việt Nam’s technological potentials was presented, including three key strengths, with 77.7 per cent of survey firms agreeing human resources were strong, 70.4 per cent praising the Government’s awareness and commitment, while 59.1 per cent agreed technological and telecommunication infrastructure was flourishing.

Several suggestions to make use of these advantages were given as well, in hope that improvements can be made towards a better labour force and highly trained workers, as well as pushing for the digitisation of the economy and increasing support for startups.

Tuấn also suggested the Government and the Ministry of Education and Training promote education reform to develop high quality human resources ahead of Industry 4.0.

Representatives from 275 firms and other organisations present at this year’s summit also asked that the Government focus on several key economic sectors that would benefit greatly from the fourth industrial revolution, namely travel and tourism, agriculture, banking and finance, as well as technology and logistics.

Participants at the forum attended seminars on perceptions about Việt Nam in the fourth industrial revolution, Việt Nam’s economic strengths, smart city technology, the digital workforce, and innovation and start-ups.

Additionally, the “CityNext” solution by Microsoft, was presented by Nguyễn Tuấn Anh, Develop Experience Leader of Microsoft Corporation, as method of empowering cities and citizens by delivering innovative digital services to improve sustainability and prosperity.

According to Tuấn Anh, the “CityNext” solution package if implemented correctly would help information flow between cities, departments and businesses in urban environments in Việt Nam.

This year’s ICT event was attended by more than 650 delegates, including ministerial leaders, representatives of 45 provinces and cities nationwide, ambassadors and trade counsellors from 14 countries, leaders of state management agencies, universities, research institutes and leading information and technology enterprises and corporations.

Source: Vietnamnews

 

17/ Asean seeking to cut trade barriers

Asean economic ministers are targeting to release a statement encouraging members of Asean to reduce trade barriers, according to Trade Secretary Ramon L. Lopez.

Lopez, who chairs the Asean Economic Ministers Meeting (AEM) currently being held in Manila, said Asean members will commit to slash nontariff  barriers (NTBs) at the end of the five-day AEM.

“We will be releasing a statement that will call on all Asean economies to reduce nontariff measures [NTMs],” he told reporters in an interview on Wednesday.

NTMs restrict trade and increases the cost of trading.

The Philippine Institute for Development Studies (Pids) distinguishes between NTMs and NTBs in goods trade. Pids said not all NTMs are seen as “trade discriminatory” or “trade restrictive”. Some NTMs even “encourage” trade, as it bolsters consumer protection and strengthens certification.

NTMs that are implemented with protectionist aims, however, are considered NTBs. “For us, sanitary and phytosanitary (SPS) measures that are on the basis of quality standards or consumer protection are justifiable but not if it’s to protect certain industries,” Lopez said.

Currently, there are initiatives to push for trade facilitation such as putting up the Asean Trade Repository under the Asean Trade in Goods Agreement (ATIGA), Lopez added.

Last week, World Trade Organization (WTO) Director General Roberto Azevêdo enjoined Asean member-nations to reduce nontariff barriers (NTBs) to reduce poverty and boost the economic growth of developing economies.

Azevêdo said NTMs should be “scientifically-based” and should be anchored on international standards.

In its study titled “Review of Intra-Asean Nontariff Measures on Trade in Goods,” released in April, Pids noted that while tariffs have been near zero in Asean, a rising trend has been noted in the use of NTMs.

During the Asean Leaders’ Summit held in Manila in April, Malaysian Prime Minister Najib Razak said in his speech that in 2015, NTBs and NTMs in Asean jumped to 5,975 from 1,634 in 2000.

Source: Businessmirror

 

Tin bài 11/9

18/ Boxing clever – How standardization built a global economy

There is an impressive list of contenders for the title of “World’s most Influential Invention”: the 1900s began with automobiles and radio, and ended with the ­Internet. Somewhere in between, antibiotics were invented. But as a long-time supporter of underdogs of almost any pedigree, I’m going to make a case for the humble shipping container.

It was the container that put an end to manual labourers like Terry on docksides. And while the loss of jobs to technical progress is a downside, no one misses transferring cargo from ship to quayside by hand. It was low-wage, back-breaking labour in dirty and dangerous conditions; one generation later, you’d be hard-pressed to find anyone willing to do it.

Just how did such a simple idea change the face of freight, and the world? After all, putting things into boxes or bags in order to shift them around more efficiently is pretty obvious. Moving house or a trip to the supermarket would be unthinkable if each item had to be carried individually, and yet shipping containers weren’t in international use until the mid-1960s. So why did they take so long to catch on?

Cutting container complexities

The answer is standardization, or rather the lack of it. Created in 1961, ISO technical committee ISO/TC 104, Freight containers, has since standardized almost every aspect of containers from their overall dimensions to how they can be stacked, to the twistlocks that securely fasten them to ships’ decks or truck trailers, to the terminology used to describe them.

It’s almost 40 years since the first of these International Standards, ISO 668, Series 1 freight containers – Classi­fication, dimensions and ratings, was published, but as the Chair of ISO/TC 104, Dick Schnacke, explains, there is an ongoing need to develop new standards in the area. “Shipping in containers has been a major driver of globalization. It led to a huge reduction in the cost of shipping and allowed many countries that were previously isolated from global trade to put their products on the world market. And today there are more consumers, and more goods to be shipped, than ever before, and that means that ISO/TC 104 is kept busy.”

As we move to an increasingly virtual world, where e-commerce is becoming the norm, it is easy to forget the massively intricate physical networks that link our online shopping baskets to our real-world homes and businesses. By providing an inexpensive way of moving goods around the planet, the end cost of those same products is substantially reduced. In most cases, the consumer is the clear winner. They have greater choice than ever before, and more products in their shopping baskets for the same cash. In fact, consumer choice, as we understand it today, is a post-freight-container concept.

From hot-house hero to family favourite

Here’s an example. If you were to visit any well-­maintained English stately home from the 18^th century, you might not have to look far to find pineapple motifs in the decor. Whether carved into a stair post or as a ceramic object, pineapples were an emblem of luxury. Back then, few people had ever eaten one and they symbolized an exotic lifestyle and massive wealth, something like a private jet today. The landed gentry would wow their dinner guests by serving them pineapples grown by the country’s best horticulturists, specifically recruited for the task. Each fruit had to be coaxed to ripeness in specially designed heated glasshouses and required an inordinate amount of labour, time and fuel to grow.

Today, I can go online and buy a pineapple for a couple of dollars. When grown in tropical climates, pineapples don’t require greater know-how than any other crop, and they certainly don’t need heating. Harvested green, they will withstand a journey by land and sea, and the economies of scale achieved when planted by the hectare, combined with the low cost of efficient, containerized shipping, have made this sweet luxury available to everybody.

Up to size

The pineapple has also played a direct role in the thorny history of pre-standardized containers. Marc Levinson, transport expert and author of The Box – How the Shipping Container Made the World Smaller and the World Economy Bigger, says “today the standard container is 40 ft long (12.192 m), but it wasn’t that way at the beginning”. Referring to Malcom McLean, self-made man and containerization pioneer, Levinson points out that “McLean’s initial containers were 33 ft²⁾ long”, mainly so that they would be easy to manoeuvre on the narrow and winding roads that led to his HQ in New Jersey. McLean then developed a second-­generation container of 35 ft³⁾.

Meanwhile, his competitors operating in Latin America favoured a 17 ft⁴⁾ model suited to mountainous areas. While the biggest player, Matson, on the West Coast, developed a model 24 ft⁵⁾ in length. This last configuration was partly decided by the nature of the principal cargo: pineapples. “If you had a large container, coming from Hawaii, filled with canned pineapple, it would be too heavy to lift. So there was no reason to have a larger container because you couldn’t do anything with it!” Levinson explains.

Lack of compatibility between different models meant that each shipping company had to install its own handling facilities specific to the proprietary design of container. It meant that a business or a port would have to make a commitment to a particular manufacturer’s design. That reduced certainty and stifled competition. Levinson describes the problem of non-standardized containers: “You were losing all of the efficiencies. It was not a network; it was just individual companies doing their thing. It wasn’t convenient for the shipper, and it wasn’t saving money. The question then became: How do you standardize this?” It was about that time that International Standards came to the rescue.

The patents developed by McLean were made available to ISO free of charge; from the beginning, the industry saw the benefits of standardization. The initial uptake was rapid, spurring a shipping boom, and a massive growth of global ports and handling facilities.

Connected cargoes

Today, progress is slower, as Schnacke remarks: “The industry is under significant economic pressure, with fragile margins and some even operating at a loss. The result is that there isn’t much capacity to invest in new technology, even though there are clear benefits.” In some ways, the industry is a victim of its early enthusiasm for standards. Schnacke again: “Rapid standardization did such a good job of getting the basics right that there has been little need to change.”

But surrounding technology has moved on, and few people are better placed than Dick Schnacke to see the bigger picture since he holds down a second ISO job as Chair of technical committee ISO/TC 204, Intelligent transport systems. “Most freight containers get to their final destination by road, so there are crossovers. In ISO/TC 204, we’re developing a unified approach that prepares freight containers to play an ongoing role in future transport systems.”

One of the most significant developments is technical specification ISO/TS 18625, Freight containers – Container Tracking and Monitoring Systems (CTMS), which is currently under development. Envisaged as the first of several CTMS standards, the ultimate goal is to unify diverse technologies, including radio-­frequency identification or RFID, to improve tracking and monitoring of goods in transit. Enabling real-time connectivity would be a boon to the entire industry: companies shipping high-value cargoes (and their insurers), vendors managing their shop-floor stock while it’s in transit, vaccines or food products that require an uninterrupted cold chain, and customs and border agents accessing and managing information that keeps people safe.

The case for the case

Far from being left behind with Terry, shipping containers are keeping up with progress as they, and even their contents, become connected to the Internet of Things. And that, in a word, is the case for the shipping container: connection.

Revolutionary in its simplicity, the freight container enabled a global network capable of handling unprecedented quantities of cargo. It connected us to the furthest-flung ports and brought us new foods, fast-moving fashions, affordable tech, and a sense of global citizenship. From Antwerp to Shenzhen, the extraordinary growth of global freight handling and distribution capacity can be explained by one thing only – the standardized freight container. An invention that stacks up nicely alongside the greatest innovations of the 20^th century.

1. Also known as a docker, a longshoreman loaded and unloaded cargo from ships. These would be bales, boxes, rolls of wire, barrels, etc., each differently shaped and requiring substantial time and manual labour to move.
2. 33 ft is approximately 10 m.
3. 35 ft is approximately 10.67 m.
4. 17 ft is approximately 5.18 m.
5. 24 ft is approximately 7.32 m.

Source:iso.org

19/ Greening the deep blue

Long hailed as a less costly and greener alternative to other means of transporting goods, ships carry close to 90 % of the world’s trade and are instrumental to the global economy. But despite the benefits, growing demand is pushing their environmental impact to unacceptable levels. A chilling warning from top experts, published earlier this year in the journal Nature, claims the world has three years to stop climate change. Will this tried and tested industry step up to the challenge? There is hope ahead: new standards are in the making that promise not only to make shipping greener, but to redefine how the industry works.

“Who would have thought that a standard could change the rules of the game for an entire industry? It’s really quite extraordinary.” Geir Axel Oftedahl, Business Development Director at Norwegian paint manufacturer Jotun Group, is talking about ISO 19030, one of the new environmental shipping standards published by ISO’s technical committee on ships and marine technology (ISO/TC 8). But what is this hull and propeller performance standard doing? And where does paint come into the story?

“Like with many other industries, one of shipping’s biggest enemies when it comes to environmental footprint is greenhouse gases (GHG),” says Koichi Yoshida, Chair of the ISO subcommittee on marine environment protection (ISO/TC 8/SC 2). These are directly related to energy efficiency, so the transportation sector is under great pressure to increase fuel performance. In 2012, shipping accounted for about 2.1 % of global CO² emissions, but this has the potential to grow as more and more goods continue to travel by sea.

Under pressure

The International Maritime Organization (IMO) is increasing pressure on newly built ships by requiring higher fuel efficiency. This makes sense, but what practical solutions are there? You may be surprised to hear that addressing the performance of hulls and propellers is one way to achieve this.

“Part of a ship’s hull is in direct contact with water,” explains Oftedahl. “As it moves through the water, the ship uses energy to overcome frictional resistance on the wet part of the hull. The amount of energy used depends on the condition of the wet hull surface. If the surface is smooth, it will be much more efficient and require less energy than if it is rough. A similar logic applies to the propeller. Friction can account for up to 80 % of the resistance that a ship needs to overcome to move forward at desired speed – that’s about 80 % of its total energy use.”

But the underwater environment is harsh and the hull and propellers are exposed to both mechanical damage and biofouling caused by marine organisms like slime, weed or barnacles that attach to the ship’s surface. What is really astounding is that these may easily increase resistance and thereby energy consumption by more than 60 %,” says Oftedahl.

According to the Clean Shipping Coalition, the only international environmental organization that focuses exclusively on shipping issues, the deterioration of hull and propeller performance accounts for an estimated 1/10^th of the world fleet’s total energy cost and carbon emissions. This translates into billions of dollars lost annually and an approximate 0.3 % increase in man-made GHG emissions. Even a small change in frictional resistance can have a great impact on the energy required to move a ship at the same speed.

Shipowners and operators know this, so every three to five years a ship will go for maintenance to have the hull and propeller cleaned and repainted. The choice of paint is important as it should protect the hull from damage and keep marine organisms at bay. But so far, it has been very difficult to tell which paint systems are good and which are poor. “Shipowners often don’t understand the technology and chemistry, so they don’t pay attention to the impact it will have on their ships. They just want to get the lowest price per litre!” says Oftedahl. “It’s not surprising that most of the ships in the world’s fleet have been sailing around with quite a bit of biofouling, consuming much more fuel than needed.”

Tides are turning

That’s where ISO 19030 promises to change everything. The three-part standard defines an innovative methodology that uses sensors to indirectly measure changes in the condition of the underwater hull and propeller, signalling the increase in frictional resistance as it happens. With ISO 19030, the industry will be able to collect enough data over time to get accurate averages of how hulls and propellers deteriorate, so that, eventually, shipowners can be more proactive in addressing problems.

The impulse for the standard was given a few years ago when Jotun started working on a methodology to measure the performance of its paint products for hulls and propellers. Although hesitant at first, the company soon realized the value of putting its findings in the public domain. So, together with the Bellona Foundation, an environmental NGO, and the Clean Shipping Coalition, it approached the IMO emphasizing the need for a common methodology. “Someone in the room raised their hand and said, if there is a need for a standard, the right place is ISO,” Oftedahl recalls.

Promised performance

Jotun is already using the standard to offer unique personalized contracts to its customers. For a prescribed fee, it agrees to deliver a specific level of performance based on ISO 19030-2. If the company fails to meet its ­promised performance, it charges less or pays out under a cash-back guarantee depending on the commercial model. It’s a decisive move away from a product-based to a performance-based industry.

Put differently, ISO 19030 has led to the servitization of paint, and this is also changing the way ship manufacturers think. When someone wants to buy a new ship, the first thing he does is go to the building yard to decide on technical specifications. But for the first time, earlier this year, a shipyard manufacturer, instead of just noting the technology that would go into the hull, referred to ISO 19030 to prescribe an expected performance. “If we continue in this direction, ISO 19030 could well reinvent the way the industry works,” concludes Oftedahl.

Like ISO 19030, other ISO standards can help the shipping industry make better decisions. Anti-fouling paint, for example, can contain chemicals that harm the marine environment. ISO has therefore developed a risk assessment standard to evaluate the negative impacts of biocidally active anti-fouling paint, and is now working on test methods for screening these products in controlled conditions. “Understanding how to measure and/or sample data is important. Knowledge is the first step towards action,” says Dr Carolyn Junemann, Secretary of ISO/TC 8/SC 2.

High-tech to the rescue

Surprisingly, some of the greatest ecological hazards come from nature itself. For example, not only does biofouling affect the energy performance of a ship, it also poses a risk to the marine environment. The organisms that attach to the hull are taken to new habitats where they could reproduce and out-compete native species, a bit like pests.

That’s also the case with ballast water, which is held inside tanks to increase the ship’s stability during transit. When this water is discharged, it could potentially introduce invasive non-native species into the local environment. “ISO is working on standards for sampling ballast water, so that ships can be properly outfitted to monitor discharged ballast water and thus mitigate the risk of translocation of species,” explains Dr Junemann, who is also Convenor of the ISO working group on aquatic nuisance species.

Because ISO responds to the needs of the industry as well as those of society, these standards result in both economic and environmental benefits. “The committee is quite excited to have started work on a standard for the calibration and measurement of shaft power, which is a function of the ship’s speed and is a key factor in determining efficiency. This could be another game changer for the industry,” says Dr Junemann.

As the demand for goods to be taken overseas increases, and the timeline to take environmental action closes up, the industry will continue to look to ISO to deliver the technical specifications and measurements the shipping world needs today.

Source:iso.org

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