►
Description
A recording of the Hyperledger Trade Finance Special Interest Group meeting on September 21, 2021 with Michael J. Darden Sr, founder of DFM Data Corp. Inc.
In the digital world, transactions advance through status updates or checkpoints where stakeholders wish to know about progress and exceptions to manage their supply chain and cost risks. Purchase orders that reference Quote Numbers - Sales Orders that reference Purchase Orders - Invoices that reference Sales Orders and Purchase Orders, add in dynamic transport systems and Bills of Lading, and we need an Identity numbering system to know absolutely, the identity of exactly what is being shipped, with a unique ID that all involved stakeholders can use, much like the passenger name record in Air Travel, in ground transport, we suggest the 'Transport Unit ID' or 'TUID'.
More about the call is at: https://wiki.hyperledger.org/pages/viewpage.action?pageId=58853726
----
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C
Yeah
perfect
thanks
david,
so
I'll
start
first
with
with
reno
on
the
policy.
If
you,
if
you
agree
linux
foundation,
meetings,
involve
participation
by
industry
competitors
and
it
is
the
intention
of
the
linux
foundation
to
conduct
all
of
its
activities
in
accordance
with
applicable
and
to
trust
in
computational
laws.
It
is
therefore
extremely
important
that
attendees
adhere
to
meeting
agendas
and
be
aware
of
and
not
participate
in
any
activities.
C
If
you
have
questions
about
this
matters,
please
contact
your
con
company
council
or,
if
you
are
a
member
of
the
munich
foundation,
feel
free
to
contact
andrew
up
the
grove
of
the
firmament
guest
mayor
of
the
grove
llp,
which
provides
stable
council
to
the
olympics
foundation.
Hyperledger
is
committed
to
creating
safe
and
welcoming
community
for
all
for
more
information.
Please
please
visit
our
apology
code
of
conduct.
C
A
Thank
you,
andre
yeah
super.
Thank
you
very
much
appreciate
it.
So
the
fluid
to
it
as
we
like
to
be
able
to
call
it.
The
the
t-u-I-d
is
a
very
serious
subject
that
we
thought
needed
a
catchy
name
and
we're
not
locked
into
the
tuid
name,
but
for
the
introductory
purposes
of
fluid2
it
will
certainly
serve
the
purpose.
A
That
can
offer
that
and
ultimately,
when
a
choice
is
made
between
two
known
parties,
they
will
generate
a
corresponding
sales
order
that
relates
to
the
purchase
order
to
make
the
the
relationship
between
the
parties.
The
the
next
step.
That's
going
to
take
place
is
that
there's
a
tie
between
the
information
and
what
they
are
promising
to
deliver
with
the
information
and
the
available
inventory
that
they
have
to
the
destination
that
the?
A
This
takes
place
with
known
parties,
pretty
simply
by
just
being
able
to
pay
the
vendor.
That's
in
your
system
to
be
able
to
work
with
because
they've
already
been
established
and
onboarded
and
the
transaction
is
ultimately
closed
from
the
cradle
to
grave
side
of
the
the
simple
transaction
from
a
retailer
to
a
supplier.
A
There's
an
onboarding
requirement
that
requires
the
establishment
of
the
risk
and
the
credit
limits
and
the
the
terms
for
being
able
to
do
the
payments.
But
you
can
also,
when
you
introduce
new
suppliers,
bring
in
additional
third
parties.
The
trade
finance
groups
that
are
factoring
the
the
payments
or
factoring
the
merchandise
or
the
factoring
companies
that
are
are
processing
the
movement
of
the
funds
for
the
service
of
delivering
the
goods.
A
All
of
these
these
unknowns
bring
in
control
numbers
that
really
complicate
the
process,
especially
when
you
start
to
be
able
to
look
at
today's
capacity
issues
where
promise
date
and
actual
ship
date
are
oftentimes
being
edited
and
changed
because
of
lack
of
available
capacity.
Lack
of
available
equipment
to
be
able
to
move
the
transport
orders
as
are
required,
and
in
order
to
be
able
to
get
the
known
pricing
of
what
the
fob
point
is
on
a
shipment
between
the
retailer
and
the
supplier.
A
There
is
a
term
that
is
often
included
in
that
purchase
agreement.
That
is
the
fob
point
that
determines
who's
responsible
for
paying
for
the
variability
of
the
transportation
resource
and
that
transportation
resource
is
either
going
to
be
again
a
known
resource
or
a
new
vendor.
That
would
also
require
an
onboarding
of
their
contact
information
and
their
account
number
and
their
credit
line,
and
such
so
setting
up
the
the
rules
for
operating
with
new
companies.
Setting
up
the
relationships
of
how
trading
partners
can
interact
with
each
other
is
done
over
time.
A
So
just
to
look
at
the
transportation
side
of
this
new
technologies
are
coming
into
the
marketplace.
Related
to
that
variability
of
how
to
find
capacity,
but
ultimately
you
have
a
shipper
and
there
was
the
ultimate
recipient
and
they
have
a
load
that
needs
to
be
sent.
Because
of
that
order.
That
we
just
talked
about
but
what's
happening,
is
that
that
shipper
is
not
always
able
to
go
to
just
the
primary
carrier.
A
But
this
gets
kind
of
washed
when
a
decision
has
been
made
to
who
to
select
for
the
carrier
and
that
carrier
takes
place.
The
only
problem
is
that
everybody
else
that
was
thinking
or
looking
at
that
opportunity
is
still
looking
that
it's
a
real
opportunity,
but
it's
already
been
consummated
by
someone.
A
Our
concept
is
that
we're
seeking
that
to
to
get
comments
and
opinions
and
feedback
and
and
push
back
for
how
this
could
really
influence.
This
industry
is
that
there
is
a
a
merger
of
the
information
that
really
should
be
containerized,
where
that
information
can
hang
on
what
we're
calling
a
transportation
unit
identification
number
and
at
the
moment
of
the
the
demand
and
the
supply
being
confirmed.
A
A
So
what
we've
we've
realized
is
that,
as
cobit
has
hit
and
really
pushed
this
digital
requirement
of
of
asking
for
demand
or
or
their
demand
to
be
met
with
capacity
in
the
dynamic
marketplace,
there
is
duplicated
loads.
There
are
duplicated
capacities,
if
not
multiplicated
capacity
and
loads,
and
you
know
when,
when
this
was
a
small
segment
of
the
marketplace,
that
was
digitizing,
it
wasn't
an
impactful
problem,
but
with
the
the
growth
that
we
have
seen
in
the
digital
requirements
of
moving
freight,
there
is
more
more
inner
and
overlapping
of
capacity
and
demand.
A
A
A
At
that
point,
it
really
unlocks
not
just
the
flight,
but
the
airline's
capacity
and
the
hotels
for
the
city
that
you're
going
to
and
the
rental
car
that
you
might
need
when
you
get
there
and
can
tie
all
of
those
transaction
elements
to
the
booking.
Reference
number
the
place
that
the
payment
was
assured,
but
in
our
industry,
in
the
logistics
and
supply
chain,
transportation
industry,
we
don't
currently
create
that
number
most
systems
produce
a
shipment
number
a
sales
order
number
and
that
sales
order
number
is
unique
inside
of
their
own
system.
A
But
when
you
look
at
it
in
the
aggregate,
it
doesn't
allow
for
a
uniqueness
characterization,
which
is
why
we
offer
a
recipe
for
creating
the
transport
unit
identification
number.
And
we
looked
at
the
the
in
environmental
elements
of
the
fact
that
anybody
who's
going
to
be
doing.
This
is
a
business
and
they
are
going
to
be
some
sort
of
of
identified
business
here
in
the
states
with
a
federal
tax,
id
number
or
an
ein
number.
A
And
anybody
who
has
a
business
also
likely
has
a
phone
number
and
that
that
phone
number
has
some
country
code.
That's
leading
it
to
be
able
to
identify
where
their
their
origination
of
their
their
order
is
coming
from
and
again
like
I
mentioned,
all
companies
have
some
sort
of
an
internal
load
id
number
that
they
produce,
but
that
load
id
number
really
isn't
quite
randomized
enough.
A
These
unique
characteristics
of
this
hash
could
be
produced
at
the
earliest
stage
of
a
confirmation
of
the
the
need
and
the
supply
and
use
that
tuid
across
the
entire
use
of
that
transportation
or
that
order's
life
cycle.
So
there's
some
interesting
elements
that
happen
with
hashes.
Just
to-
and
I
know
most,
everybody
in
this
group
is
from
the
sig
of
of
being
able
to
work
with
hyperledger.
A
We've
seen
with
some
computer
and
and
sophisticated
technology
of
hacking
that
people
can,
you
know,
do
especially
now
with
with
mining
operations
as
sophisticated
as
they
are,
that
there
is
ways
to
be
able
to
engineer
ways
into
hashes.
There's
lots
more
to
talk
about
in
that
space,
but
the
the
concept
of
being
able
to
take
the
the
variables
of
the
transaction
and
of
the
shipper
and
converting
it
into
the
hash
is
the
the
idea
of
how
to
be
able
to
organize
the
fragmentation
of
the
industry.
A
So
this
is
kind
of
an
example
of
what
that
might
look
like
the
the
tui
generator
would
recognize
that
the
the
shipper
account
from
the
ein
information
has
attributes
to
it
for
and
including
the
shipment
that
is
leaving.
So
they
have
some
things
that
are
company
based
related
to
their
ein
and
their
country
and
their
their
profile
account.
A
So
we
look
at
it
and
say
if,
if
this
were
the
case,
what
would
this
do
to
the
simplicity
and
the
labor
that
is
currently
allocated
to
being
able
to
match
po
to
sales
order,
to
invoice
to
bill
of
lading
number
to
factor
reference
number?
And
when,
when
a
common
identifier
comes
into
the
beginning
of
this,
the
trip
can
begin
to
look
like
it
does
at
the
airport,
where
you
walk
in
and
enter
your
confirmation
number
to
secure
the
record.
That
is
yours
for
that
period
of
time.
A
Everyone
in
the
industry
could
do
this
on
their
own.
They
could
create
and
adopt
the
mechanism
for
producing
these
tuid
numbers
and
have
it
so
that
it
works
just
like
the
airlines
do
that
we
have
a
common
way
between
different
airlines
to
be
able
to
reference
the
same
thing
and
with
this
first
as
vic
refers
to
it
of
the
thin
edge
of
the
thin
edge
of
the
thin
edge
of
the
opportunity.
A
Anything
that
anybody
else
could
do,
but
here
in
the
continental,
united
states,
dollar
marketplace
and
the
likelihood
of
one
winner
winning
is
is,
is
unlikely.
So
we
don't
think
that's
very
viable,
but
the
one
that
does
make
a
lot
of
sense
is
to
be
able
to
incorporate
things
that
are
already
in
existence.
A
Organizations
that
have
the
structure
of
their
industry
and
their
their
perspective
on
what
standards
should
look
like
and
what
participants
should
look
like
and
what
governance
rules
should
look
like,
and
what
technical
interoperability
should
look
like
could
come
from.
A
group
of
industry
associations
that
were
interested
in
seeing
the
digitalization
of
this
industry
come
to
pass
with
collaboration,
and
some
people
call
it
coopetation.
A
Does
that
wouldn't
require
anyone
to
rewrite
their
systems,
but
would
simply
be
able
to
identify
a
way
to
make
that
identifier
of
that
transaction
transparent
earlier
on
and
through
the
life
cycle.
So
our
support
our
objective.
What
we
believe
is
the
approach
is
this
industry-governed
utility,
but
it's
going
to
have
influence
from
the
things
that
the
federal
governments
have
already
started
to
be
able
to
communicate
that
they're.
Looking
for
and
oftentimes
these
organizations,
such
as
cscmp,
that
has
got
their
their
annual
conference
going
on
right.
Now,
I'm
actually
at
that
conference.
A
So
the
key
to
this
is
having
that
governance
model,
the
participating
non-profit
entities
that
have
been
advocating
for
their
constituents
and
their
audiences.
They
need
to
have
a
place
where
they
can
gather.
They
need
to
have
a
place
where
they
can
discuss
and
ideate
about
the
things
that
need
to
be
handled
in
the
system,
but
they
can't
handle
on
their
own
that
require
participation
from
loosely
digitally
structured
working
groups
that
allow
for
that
ideation
to
be
able
to
be
considered
by
the
working
groups.
A
Participants
and
for
them
to
be
able
to
make
recommendations
to
the
steering
committee
about
how
to
be
able
to
implement
those
changes
from
a
governance
model
perspective,
and
this
model
has
been
vetted
through.
Dr
blockchain,
john
greaves
has
been
involved
in
our
program
for
a
year
and
a
half
as
our
steering
committee
chair.
A
He
and
dr
denise
mccurdy
have
done
really
a
phenomenal
job
of
being
able
to
establish
the
the
underpinnings
of
this
governance
model
up
to
and
including
the
fact
that
we
realize
that
we
can't
have
the
majority
of
seats
in
the
steering
committee.
We
have
to
be
able
to
give
those
seats
or
provide
the
access
to
those
seats
to
the
community
to
be
able
to
become
part
of
this
self-governing
community,
and
part
of
this
presentation
today
is
to
be
able
to
communicate
that
we
see
ourselves
in
the
ability
to
serve
in
this
operating
capacity.
A
But
that's
transformative
over
time.
As
there's
more
committee
members
and
working
group
members,
the
equity
in
dfm
data
corp,
is
divisible
by
the
number
of
participants
that
are
in
the
ecosystem.
They
literally
own
the
portions
of
dfm
data
corp
that
run
the
business
side
of
the
entity.
So
our
objective
was
to
be
able
to
help
facilitate
this
industry's
adoption
of
the
digital
efforts
and
we've
taken
some
steps
to
be
able
to
do
that.
We've
created
this
entity
that
has
the
shareholder
model
to
create
equity
of
those
participating
companies
participating
with
the
governance
model.
A
Ultimately,
this
has
to
be
set
up
from
the
customer
and
the
uni,
the
universe
of
shippers
and
carriers
working
together
to
be
able
to
standardize
the
things
in
this
industry
that
are
currently
not
standardized.
We
don't
call
transaction
orders
the
same
thing.
They
can
be
called
orders
or
shipments
or
a
numerous
number
of
other
names,
and
the
objective
that
we
seek
to
do
is
to
help
normalize
those
terms
so
that
the
industry's
digital
efforts
can
bring
the
transaction
participants
through
the
life
cycle
of
that
order.
A
A
So
that's
my
presentation
and
I
welcome
comments
and
and
questions
the
dfm
data
team
has
participated
in
the
preparation
of
of
this
and
and
of
the
governance
model
and
are
on
the
call
and
able
to
engage
in
conversation
as
well.
So
thank
you
very
much
for
the
opportunity
and
I'm
happy
to
take
any
questions.
B
A
D
C
C
B
So
hey
michael,
my
name
is
eric
in
canada
and
very
interesting
presentation
love
the
the
concept
I
mean
yes
standard.
Standardization
has
been
a
big
part
of
a
lot
of
efforts
around
blockchain
these
days.
A
lot
of
different
parties
are
trying
to
establish
a
lot
of
different
standards,
but
they
still
seem
to
be
very
data
siloed.
B
A
B
B
A
B
A
A
We
need
to
know
the
track
and
trace
and
visibility
of
each
one
of
those,
and
the
only
way
that
that's
going
to
get
addressed
is
not
for
every
company
to
just
go
yeah
we're
in,
but
in
our
assessment
the
the
intermediaries
that
are
the
digital
enablement
partners.
What
we
call
is
contributing
members:
they
are
the
ones
that
could
facilitate
this
adoption
of
a
tuid
and
have
it
into
production
in
real
time
being
really
impactful
quickly.
A
So
our
challenge
at
the
moment
is
twofold:
one.
We
want
to
be
able
to
find
supply
chains
that
are
from
a
good
example,
is
an
oem
where
they're
manufacturing,
multiple
raw
material
parts
that
go
to
a
manufacturing
facility
for
subassembly
that
go
to
another
facility
for
assembly
and
then
go
to
another
facility
for
distribution
when
those
multiple
leveled
supply
chains
are
seeking
this
level
of
visibility,
the
identifier
for
them
is
a
magic
number.
It
literally
is
a
recipe
that
they
can
bring
to
their
entire
ecosystem
and
say
I'm
using
this
mechanism.
D
Yes,
sir
yeah
sure
one
way
to
look
at
it
is
a
lot
of
the
previous
standardization
efforts
have
focused
on
the
standardizing,
the
transactions
and
typically
the
paperwork
and
the
method
and
the
definitions,
mechanics,
etc.
That
is
complicated
and
that
you
get
a
lot
of
people
disagreeing
about
how
to
do
that.
So
then
things,
don't
standards,
don't
advance
as
quickly
as
one
would
hope.
What
we
have.
What
we're
talking
about
in
this
particular
case
is
a
much
narrower
concept.
D
It's
standardizing
a
single
identifier
which
can
be
used
in
anybody's
documentation
or
anyone's
system.
If
a
system,
if
there's
a
system
out
there
that
can
accept
another
data
field,
it
can
use
the
to
it.
So
the
idea
is
to
get
that
being
used,
hopefully,
in
all
the
systems
that
are
out
there
right
now
in
any
form.
D
The
key
is
that
if
you
generate
it
to
to
it,
when
you
conceive
a
load
and
you
communicate
that
to
it
directly
to
the
intended,
consignee
or
recipient,
they
now
have
it
have
a
clear
identifier
of
what
they
should
expect
to
receive.
They
can
ask
they'll
start
to
ask
the
people
in
the
process.
The
hey,
there's
20
trucks
at
the
at
the
gate
which
to
it
is
it
what's
your
to
it
I
mean
it'll,
take
it's
a
much
smaller
standardization
attempt
than
most
or
virtually
anything.
A
Because
the
layering
of
data
on
top
of
it,
as
we
all
know
from
from
a
hyperledger
perspective,
is,
is
able
to
be
controlled
of
access
and
and
provisioning
based
off
of
roles
and
timing
and
statuses
and
all
sorts
of
things
that
can
be
laced
on
top
of
it.
But
the
first
step
is
we
got
to
call
the
same
thing,
the
same
thing,
no
matter
who's.
Looking
at
it.
B
It
kind
of
does
I
just
see
that
it's
an
extra
data
field,
like
you
just
mentioned,
that's
on
top
of
a
whole
myriad
of
extra
data
fields
that
we've
had
in
the
industry
for
a
long
time
and
haven't
been
able
to
standardize.
So
you
know
it
is
I
mean
you
mentioned
your
airline
right.
Your
airline
taken
as
a
ticket
has
a
booking
number
well
in
air
cargo.
B
You
have
from
a
data
field
perspective,
you
have
the
shipper's
invoice
or
po
number.
Then
you
have
the
local
truckers.
Picking
up
has
a
reference
number.
Then
you
have
an
freight
forwarder
that
has
a
house
airway
bill
number
and
then
you
have.
The
airline.
Has
a
mass
air
wheel,
airway
bill
number
and
we
haven't
been
able
to
standardize
all
these
fields
in
200
different
countries,
and
you
know
trillions
of
dollars
of
transportation.
B
D
Is
that
the
value
is
that
all
of
those
other
numbers
now
mean
much
more
to
the
full
transaction
and
if
somebody
especially
when
they
start
talking
about
trade
finance
which
which
may
cover
a
big
segment
of
that
process,
maybe
even
end
to
end
the
fact
that
if
they're,
I
mean
either
you're
going
to
take
each
of
those
individual
step
numbers
codes
and
create
a
direct,
create
the
association
and
record
it,
which
I
mean.
This
is
a
lot
of
what
hyper
ledger
and
someone
is
trying
to
do
so.
D
A
A
D
So
if
you
want
to
build,
if
you
want
to
do
the
things
that
the
airline
industry
does
where
your
booking
includes
your
rent,
your
car
rental,
you
either
have
to
build
up
the
individual
associations
between
the
variables
and
the
different
ecosystems.
Maybe
mult,
maybe
many
to
many
or
the
alternative
is
to
generate
one
at
the
outset
and
just
use
it
everywhere.
And
then
you
can
have
all
the
others.
D
If
you
need
them,
if
they're
already
there,
it
doesn't
hurt,
but
having
that
having
a
single
id
from
inception
to
cradle
to
grave
is
especially
in
the
case
of
what
we're
talking
about,
which
is,
it
is
self
you
can
self
generate
it.
It's
a
recipe.
It's
not
some
godlike
process,
giving
it
to
you.
You
can
make
your
own.
D
Your
sap
system
can
generate
itself
that
that's
sort
of
the
intent
behind
the
thought
is
that
if
something
were
like
that
existed,
that
we
would
get
a
couple
of
big
start
with
some
big
shippers,
some
big
receivers,
starting
to
ask
for
it
and
it'll,
be
it
won't,
be
that
hard
to
add
it.
So
people
will
and
once
it
exists
now
we
can
build
all
kinds
of
interesting
new
initiatives,
new
products,
new
services,
as
the
airline
industry
has.
A
I
I'm
I'm
not
a
trade
finance
expert,
but
the
the
thought
of
these
71
containers
that
are
sitting
out
of
the
port
and
a
trade
finance
company
made
an
agreement
to
be
able
to
underwrite
that
transaction
of
that
purchase
order,
and
it's
sitting
there
gonna
be
for
the
next
six
or
eight
weeks
that
that's
that's
money
that
is
committed
that
wasn't
planned
for
that.
There's,
there's
exposures
that
haven't
even
been
been
considered.
Yet
that
are
the
the
red
the
the
pins
are
already
in
motion
to
be
able
to
make
them
happen
us
as
an
industry.
C
A
Well,
it's
funny
I'll
just
touch
on
one
presentation
I
watched
earlier
today
that
was
that
had
a
panel
from
ey
and
delta
freight
and
home
depot,
and
you
know
that
these
companies
have
never
ever
had
a
problem
accessing
capacity
from
their
trucking
providers,
because
they've
built
good
relationships
and
they've
paid
their
bills
on
time
and
they've.
Never
seen
anything
like
this.
I
mean
you.
You
have
supply
chain
managers
that
have
been
doing
this
for
20
and
30
years.
A
It
is,
it
is
an
absolute
change
that
they
are
selling
to
the
carrier,
why
the
carrier
should
come
to
their
location,
to
be
able
to
pick
up
why
they
should
take
their
freight
instead
of
someone
else's
freight,
and
this
is
just
the
beginning.
It's
gonna
get
worse
and
controlling
the
information
in
a
standards.