DETAILED PROJECT REPORT FOR IMPLEMENTATION OF

INTELLIGENT TRANSIT MANAGEMENT SYSTEM FOR BUS

RAPID TRANSIT SYSTEM (BRTS), PIMPRI CHINCHWAD

PIMPRI CHINCHWAD MUNICIPAL CORPORATION (PCMC)

MAHARASHTRA

Prepared by:

URBAN MASS TRANSIT COMPANY LIMITED, NEW DELHI

NOVEMBER 2012
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Table of Contents
1. CITY PROFILE .................................................................................................................................................. 6
1.1 Background ........................................................................................................................................... 6
1.2 Demographic Profile ............................................................................................................................. 6
1.3 Physical Characteristics ......................................................................................................................... 7

2. EXISTING TRANSPORTATION SYSTEM ............................................................................................................ 8

2.1 Introduction .......................................................................................................................................... 8

2.2 Registered Vehicle Trend & Growth Rate ............................................................................................. 8
2.3 Travel Characteristics ............................................................................................................................ 9
2.3.1 Mode wise trips ................................................................................................................................ 9
2.4 Accidents Profile ................................................................................................................................. 10
2.5 Road Network Characteristics ............................................................................................................. 11
2.6 Public Transport Characteristics.......................................................................................................... 13
2.7 Passenger Terminals ........................................................................................................................... 13
2.8 Pedestrian Facilities ............................................................................................................................ 14
2.9 Parking Characteristics ........................................................................................................................ 14

3. CURRENT PUBLIC TRANSPORTATION SITUATION ........................................................................................ 15

3.1 Ownership- Public Transport Agency Profile ...................................................................................... 15

3.2 Age profile of Existing Buses ............................................................................................................... 15
3.3 Physical performance .......................................................................................................................... 16

4. INTRODUCTION ............................................................................................................................................ 18
5. INTELLIGENT TRANSIT MANAGEMENT SYSTEM ARCHITECTURE ................................................................. 21

7. TECHNICAL SPECIFICATIONS OF ITMS FOR PCMC BRTS ............................................................................... 27

8. AUTOMATED FARE COLLECTION SYSTEM .................................................................................................... 34

9. FLAP BARRIER ............................................................................................................................................... 41

10. BULK INITIALIZATION MACHINE (BIM) .................................................................................................... 43

11. CARD PERSONALIZATION DEVICE (CPD) .................................................................................................. 43

12. HANDHELD TERMINALS FOR TICKET INSPECTION ................................................................................... 44

13. OTHER TRANSIT SERVICE PROVIDERS / OTHER SERVICES: ...................................................................... 45

14. GPS BASED FLEET MONITORING SYSTEM ................................................................................................ 45

15. PASSENGER INFORMATION SYSTEM ....................................................................................................... 51

16. WEB PORTAL FOR BUS SCHEDULE & ETA ................................................................................................ 60

17. BUS TERMINAL MANAGEMENT SYSTEM (BTMS) .................................................................................... 60

18. INCIDENT MANAGEMENT SYSTEM .......................................................................................................... 61

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19. CENTRAL CONTROL SYSTEM (CCS)........................................................................................................... 62

20. FINANCIAL MANAGEMENT SYSTEM ........................................................................................................ 79

21. ENTERPRISE MANAGEMENT SYSTEM & SECURITY SOLUTION ................................................................ 80

Detailed Specifications for Security Management System .............................................................................. 99

22. TRAINING ROOM AND TEST AFCS ......................................................................................................... 102

23. CASH HANDLING .................................................................................................................................... 102

24. OFF- SITE SALES ..................................................................................................................................... 103

25. HUMAN RESOURCE MANAGEMENT ...................................................................................................... 103

26. AFCS DISASTER RECOVERY CENTRE / BUSINESS CONTINUITY PLAN ..................................................... 104

27. APPLICATION AND SYSTEM AUDIT ........................................................................................................ 104

28. COMPUTERISED CALL MANAGEMENT SYSTEM ..................................................................................... 104

29. PROJECT FINANCIALS ............................................................................................................................. 107

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List of abbreviations used in the document:

PMPML BRT –Pune Mahanagar Parivahan Mahamandal Ltd BRT
PCMC – Pimpri Chinchwad Municipal Corporation
ITS – Intelligent Transport System
SP- Service Provider
SC –Smart Card
AVLS – Automated Vehicle Locator System
AFCS – Automated Fare Collection System
HTU – Handheld Ticketing Unit
BDC – Bus Driver Console
BCV – Bus Card Validator
STT – Station Ticket Terminal
SCV – Station Card Validator
CT – Central Terminus
DMS – Depot Management System
BTMS – Bus Terminal Management System
CCS – Central Computing System
BIM - Bulk Initialization Machine
CPD - Card Personalization Device
MTBF – Mean Time Before Failure
MTTR – Mean Time To Replace
CCHS – Central Clearing House System
GSM – Global System for Mobile communications
GPRS – General Packet Radio Service
GPS – Global Positioning System
IMS – Incident Management System

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1. City Profile

1.1 Background

The city of Pimpri-Chinchwad has seen a high rate of population growth and development in
the recent past. Due to its proximity to Pune and its significance as an industrial hub of the
region, the city is expected to continue its growth in the future. There has been an increase
of 84% in area under development in the region in the period between 2000 and 2007 and a
considerable portion of the development in that period has occurred towards Pune city in
the south and Hinjewadi IT Park in the south-western direction. Further impetus to
development has been given by the westerly by-pass connecting Mumbai to Pune and the
improvements of the Aundh-Ravet road. The IT Park in Talwade in the northwestern corner
of the city is another factor attracting developments in the PCMC area. Improvements to
the Dehu-Alandi road and the NH50 will bring about development in the northern and the
north-western region and the new international airport at Chakan to the north will further
enhance growth in these directions.
The city is well connected by road, rail and air to almost all-important cities in India. It is well
connected to most of the important cities in India like Mumbai, Hyderabad, Bangalore,
Delhi, Kolkata and Chennai. Pune suburban trains also run from Pune Junction to Pimpri-
Chinchwad. Pune has a deemed international airport, with flights to Singapore and Dubai.

1.2 Demographic Profile

In the last two decades, the population of Pimpri-Chinchwad Municipal Corporation (PCMC)
area has grown at a decadal growth rate of about 100% while the previous two decades
witnessed population growth of around 150%. As per the 2001 census, population of Pimpri-
Chinchwad was 1,006,417 persons and the current population is estimated to be around
13.35 lakh persons.

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Figure 1-1: Projected Population in extended PCMC

1.3 Physical Characteristics

At present there are two development plans (DP), one each for the earlier jurisdiction (86 sq.kms)
and the newly added area (84 sq.kms). However, the DP for the added area is still in the draft stage
and yet to be sanctioned.

Table 1-2 Land use for extended area of PCMC

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2. Existing Transportation System

2.1 Introduction

Pimpri–Chinchwad Municipal Area (PCMA) has been going through a major transformation,
with residential, retails and commercial activities growing at a rapid pace. With the population of the
PCMA crossing a significant one million mark (as per 2001 Census), it holds nearly a quarter of the
population of Pune Urban Agglomeration, thereby becoming a major residential hub in the Pune
region. The above resulted in a steep growth in vehicular population and traffic in PCMA. This
chapter addresses the existing transportation scenario in Pimpri-Chinchwad area.

2.2 Registered Vehicle Trend & Growth Rate

There were more than 3.5 lakh-registered vehicles in PCMC in 2006. The vehicles have
registered an annual growth of over 13% during the last five years. The vehicular ownership
indicates that 80% of the total vehicles are two wheelers, followed by LMVs/ four-wheelers at 10%

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and three-wheelers at 2% of the total registered vehicles in the city. Table, shows the number and
categories of registered vehicles in the PCMC region in 2003 and 2004.

Table 2-1 Registered Vehicle in PCMC

2.3 Travel Characteristics

2.3.1 Mode wise trips

The PCMC area has more industrial use (percentage wise) than residential use while the
reverse is true for the PCMC area. As major industries are situated in the PCMC area, they provide
job opportunities to the citizens in PCMC. This typical geographical arrangement has necessitated
long trips by citizens between the twin cities. It was found in the study by RITES (1998) that the
preferred mode of travel (motorized) in PCMC is two-wheelers at 11%, a good number of trips in the
city are also pedestrian in nature or made by bicycles (76%). Also public transport accounts for 11%
of the total trips. 51% of the trips generated in the city are work related and 36% are education
related. Auto rickshaws constitute 2% of the total vehicles plying on the city roads.

The mode wise distributions of trips as observed are shown in Table below.

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Table 2-2 Mode wise Trip Distribution

2.4 Accidents Profile

Table below indicates the accidents that have occurred in the PCMC limits.

Table 2-3 Accident Profile for PCMC (2000-2007)

The following figure presents the variation of accidents since year 2000.

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Figure 2-1: Fatal Accidents in PCMC

The above figures illustrate that there is no definite trend in number of accidents in PCMC area, and
they do not also indicate any significant growth (considering the population and traffic growth in
PCMC Area) in accidents. An area which receives less attention, which is the case in PCMC too, is the
lack of a system and awareness to record accidents. There is a requirement to develop an Accident
Information System to record accidents as per relevant IRC Codes, which can be used to identify
accident black-spots and develop remedial measures. A special cell within the city traffic police shall
be created and trained for this purpose.

2.5 Road Network Characteristics

Pimpri-Chinchwad is situated along the National Highway, NH-4 leading to Mumbai and
enjoys excellent connectivity.

PCMC area is characterized by the old Maharashtra Industrial Development Corporation

(MIDC) and the newly extended area. Most of the developed area of PCMC has a good road network
connecting the main roads and arterial roads in a planned manner. The central area of the city

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comprising the old PCMC area and the MIDC area have a dense and narrow road network in
comparison to the new area to the north and west of the city where the roads are comparatively
wider. The road network in the PCMC area functionally comprises arterial roads, sub-arterial roads,
collector roads and local streets. Most of the arterial roads have few encroachments, which however
is not the case with subarterial and collector roads. The present length of the road network is 757
km., of which 667 km is of BT surfacing, 4.95 km. has cement concrete surface and 85 km. are WBM
roads.

Table below shows road length and surface types in the PCMC region. Though the National
Highways (NH) and State Highways (SH) run across a significant length through the city, the
maintenance of the same has been now taken over by PCMC.

Table 2-4 Road Lengths in PCMC

The distribution of road length by ROW in PCMC area is presented in Table below.

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Table 2-5 Distribution of Road length by RoW

2.6 Public Transport Characteristics

The public transport in Pimpri-Chinchwad consists mainly of bus transport which is provided
by Pune Mahanagar Parivahan Mahamandal Limited (PMPML) which emerged from merger of
Pimpri-Chinchwad Municipal Transport (PCMT) and Pune Municipal Tramsport (PMT). PCMT was
started as an independent agency under the aegis of then Pimpri-Chinchwad Municipal Council and
later Pimpri- Chinchwad Municipal Corporation in 1974. The transport committee, set up under
section 25 of the Bombay Provincial Municipal Corporations Act, 1949, managed the PCMT.

Table 2-6 Passenger base of PCMT

2.7 Passenger Terminals

At present there are two major bus terminals on the Old Mumbai Pune road. Two more
terminals are proposed – one on Aundh Ravet road and one just off the NH50. Land reserved for
public use is available at both these locations. It is assumed that PCMC will be able to acquire the
land and therefore only development costs are calculated.

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Table 2-7 Proposed terminal Locations in CMP

2.8 Pedestrian Facilities

No dedicated facilities are available for the non motorized vehicles and pedestrian, though
they form a significant mode of travel, especially for non-work trips. However attempts are being
made as part of road improvement proposals as well as the BRT system design to integrate
pedestrian pathways and bicycle tracks into the design of ROW of the main corridors. A separate
bicycle master plan has also been prepared as part of this proposal.

2.9 Parking Characteristics

Currently, parking supply in the city is quite poor with very few off-street parking facilities.
PCMC is planning to implement a parking policy. During the study some locations have been
identified where parking complexes can be set-up by PCMC.

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3. Current Public Transportation Situation

3.1 Ownership- Public Transport Agency Profile

As mentioned in the previous chapter, buses are the only form of public transport in the city and
these services are provided by PMPML.

PMPML currently operates about 300 routes (excluding BRTS) with 1145 buses (947 owned and
the balance hired) covering both PCMC and PCMC areas.

3.2 Age profile of Existing Buses

The age wise distribution of buses held with PMPML is given in Table 3-1. It can be seen from
the table that 220 buses are more than 10 years old with 37 being more than 15 years old. Such old
vehicles not only consume more fuel, emit more pollutants, break down more often, but are also
unattractive to users who, as a result tend to move away towards personal vehicles, wherever
feasible.

Table 3-1 Age profile of Bus

Sl.No. Age No. of buses

1 Less than 5 years 706

2 Between 6 to 10 years 219

3 11-15 years 183

4 More than 15 years 37

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3.3 Physical performance

The performance for the period 2000-2006 for PCMT and 2007-08 for PMPML is given in Table
3-2:

Table 3-2: Operation Performance of PCMT/PMPML

No Parameter Units 2000- 2001- 2002- 2003- 2004- 2005- 2006- 2007-
01 02 03 04 05 06 07* 08*

1 Fleet Strength (Nos.) 232 232 232 212 262 288 1214 1287

2 Effective Kms (Cr) 1.5 1.1 1.1 1.1 1.19 1.38 0.66 0.69

3 Kms/Bus/Day (Kms) 284 259 280 281 266 264 231 234

4 Fleet Utilisation (%) 61 52 48 55 58 59 74 75

5 Occupancy Ratio (%) 34 37 45 50 53 52 75 76

6 Bus Staff Ratio (Nos.) 14 16 17 14 15 16 10 9

7 Accidents/Lakh Km (Nos.) 0.8 0.5 0.6 0.6 0.5 0.5 0.41 0.39

8 Breakdown/10000Km (Rs.) 8 10 11 13 16 14 1.52 0.68

*The performance of PMPML, which succeeded PMT in 2007 has been given for the calender year
2007 and 2008 in Table 3-2 above.

The following observations are made on the performance and operations of PMPML:

Performance

The bus fleet is stagnant while the demand for bus services is increasing.

PMPML can improve in the areas of fleet utilisation, breakdown rate, bus staff ratio and load factor.

Operations

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• The current bus services are spread widely throughout the network. Operations along
certain corridors such as old Mumbai Road are concentrated with good frequencies but on
other routes the frequencies are less resulting in higher waiting time for customers.

• PMPML has good number of bus stations and pick up sheds.

• The present depots are congested without adequate infrastructure for both buses and
commuters.

• Currently the depots and terminals are not in close proximity resulting in some dead mileage
in operations.

• Many long distance suburban areas are connected

• Urban area services do not have high frequency services.

• New bus terminals and bus depots need be established.

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4. Introduction
The purpose of this document is to provide detailed insight into overall architecture of intelligent
transit management system including its components which would hereby be referred as
“Intelligent Transport System and Automatic Fare Collection System” or ITMS for PCMC BRTS.
The document underlines all IT related requirements of ITMS for PCMC BRT to achieve a highly
automated and stable environment for Bus Operations Management.
4.1. Objectives:
With a view to enhance commuter satisfaction, reliability and efficiency of PCMC BRTS system
operations and better fleet management and further instil confidence in commuters on PMPML
services, PCMC is desirous of implementing “Intelligent Transport System and Automatic Fare
Collection System” (hereinafter referred as the “ITMS” OR “The Project”). To this end, PCMC has
decided to monitor implement operations control centre for BRTS system which shall essentially
include vehicle location monitoring, passenger information systems, electronic fare collection
system including financial management system and central clearing house besides
communication systems.

The focus of the report is to specifically ensure that the end use requirement of all the
stakeholders is met and the ITS environment recommended, shall not only deliver the current
set of requirements and expectations, but also progressively offer efficiency opportunities to
transport managers and operators alike. The technology including hardware, software and
communication systems have been recommended after carefully examining various systems
across the world including technical advancements in the IT eco-system primarily to ensure
sustainability of such technology for a longer period of time enabling lower Total Cost of
Ownership (TCO).
It is envisaged that the findings and recommendations set out in this document shall form the
basis for procurement template, which will be issued to various suppliers subject to a
prequalification process. All specifications and end-use requirements are based on best
practices across the world. The hardware equipment specifications are based on commercially
available technology and hence would be available through various suppliers, thereby bringing
competitive bidding environment among various bidder those may choose to respond to RFP. As
PCMC foresee the PCMC BRTS scheme as a regional showcase, emphasis has been placed on a
low risk, easily implemented solution that will deliver effective and rapid benefits to all the
stakeholders, whilst offering best value as well as a clearly defined way forward.

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4.2. ITS for BRTS

Bringing in new and innovative approaches in urban public transportation to address increasing
urban vehicular congestion and associated pollution has been a priority agenda for quite some time
and with the result urban local governments are implementing public transportation systems as may
suit their population and economic requirements. Adding more roads and flyovers is not a
sustainable and environment friendly option and such interventions would eventually prove to be
expensive and disruptive. Currently city governments have various options to implement urban
transportation systems like, urban rail rapid transit systems, of interest to many communities,
require a significant initial capital investment, and may not be an effective solution for all urban
transportation problems and on the other extreme transit buses provide an essential transportation
service in metropolitan areas, but are often viewed as slow and unreliable.

One innovative approach is the use of buses rather than light and / or heavy rail, in an integrated,
well defined system with design features similar to light rail rapid transit systems. Some of the
features of these Bus Rapid Transit (BRT) Systems include:

• Dedicated right-of-way
• Fast travel between stops
• Rapid passenger boarding / alighting
• Electronic fare collection
• Communications and safety systems

BRT is designed to address the sources of delay of traditional bus service and to be an attractive
service to passengers. BRT is an incrementally enhanced transit mode, providing faster, passenger-
friendly service. This is accomplished in multiple ways including improvement to the infrastructure,
vehicle road use and stops/stations; utilizing cleaner, quieter and lighter vehicles; and integrating an
variety of integrated of ITS technologies. BRT utilizes Intelligent Transportation System (ITS)
technology, modern land use planning and transportation policies to support new concepts for rapid
transit systems based on bus system. The success of some of these pioneering systems, such as the
systems in Curitiba and San Paolo, Brazil, Bogota, Colombia, Ahmedabad, India have shown that
these systems are capable of providing heavily-used, high capacity rapid transit at a reduced cost.

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4.3. Benefits of ITS in BRTS

ITS technologies have been proven to help transit agencies to automate operational characteristics
like scheduling and compliances, revenue management, commuter interfaces like route information,
ETA’s etc and bring in near real-time control on almost all activities. Such systems have proven to
bring in operational efficiency with minimal human intervention besides offering a platform to
deliver improvement opportunities on continual basis. Remote monitoring of transit vehicle status
and passenger activity helps to provide additional safety and security to passengers. ITS technologies
also assist operations in maintaining vehicle fleets. Vehicle self-diagnostics can alert depot
operations team of impending problems as well as routine maintenance needs. AVL that utilises
Automated Scheduling and Dispatch Service (ASDS) can improve scheduling activities and schedule
adherence. All of these technologies have demonstrated that they are capable of reducing travel
time both by improving the operation of the vehicle and the overall operation of the transportation
network.

BRT is designed to overcome weaknesses of traditional service and sources of delay. Separately, all
of above mentioned ITS technologies would provide no unique benefit to BRT systems; however,
collectively they offer required management and operations platform to help transit managers to
deliver a rapid transit system.

4.4. Project Background

PCMC has identified a BRTS network measuring about 90kms. The first two stretches (BRT-1 & BRT-
2) have been implemented as a pilot corridor measuring about 13.2 km. The corridors measuring
about 78 km are to be implemented now.

The overall infrastructure of PCMC BRTS system shall broadly comprise of following:
Sr. No Entity Total Units
1 Number of Buses 150
2 Number of Bus Stations/Shelters (74 Bus stations-DPR submitted for 90
CSMC Approval and 16 Bus Stations are being constructed under PPP
basis.)
3 Number of Terminals
4 Number of Depots
5 Central Control Centre 1

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5 Disaster Recovery Site 1

4.5. Object of this Report

The objective of this report is to establish the type of Intelligent Transport system, requirement
and their usage in BRTS and its elements. It’s envisaged that the implementation of ITMS and
operations/maintenance shall be carried out by the successful service provider for a period of 6
Years and hence the report shall extensively mention role of service provider and PCMC/PMPML
respectively.

5. Intelligent Transit Management System Architecture

5.1. Introduction
When considering any major ITS implementation, it is critical that clear and well defined system
architecture should be developed to ensure that the most appropriate solution is defined to fit the
purposes of the organisation and is suitable to local conditions. This shall be achieved by taking into
account International Best Practice, mature technologies and products and services which have a
defined product path.

5.2. The Current Situation

5.2.1. Technologies in Use
The City of Pune has commissioned 100 bus trial schemes from Arya Omnitalk, a Pune based mobile
AVL and communications company. The system is additionally being installed on the city’s fleet of
refuse collection vehicles. The device employed is a combined GPRS/GPS device, which relays
location and time data back to a central server, this server then provides a simple predictive arrival
time to the bus stop displays. Additionally the system will plot vehicle position on a GIS interface;
however the ability to make complex predictions is questionable.

Whilst as an Automatic Vehicle Location (AVL) solution the system seems to be effective, it is not a
schedule based Real Time Information system – and provides none of the operational and fleet
control that would be expected, including, reporting and drill down enquiry screens to current bus
status etc.

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The system has no on board data storage or processing capabilities as there is no system intelligence
retained on the vehicle. This is imperative if there is an aspiration to offer more advanced passenger
information such as location based services, for example, advertising and infotainment.

It may be possible to build on the existing system, utilising it as a GPS/GPRS feed to any new
intelligent on board system; this would depend upon the solution ultimately chosen by PCMC.
However, as it currently stands, the current system will not meet the needs of a full-fledged on bus
system, fulfilling just an AVL role.

6. Intelligent Transit Management System - Solution Summary:

PCMC envisages implementing ITMS for its BRTS operations in-order to bring in world class
operational efficiency and automation to its transit operations. ITMS is expected to meet PMPML’s
objective of enhancing service standards, bring in commuter market approaches, better organization
of planning and operations; integration of Para-transit, capital improvements, marketing, and
automate collection and payment of transit fares. The AFCS system and other applications within
ITM are expected to be flexible enough to complement PMPML’s growth requirements.

ITMS should enable PMPML to automate its Financial Characteristics, Operational Characteristics,
better insight into Passenger profiles, perform Route Analysis to optimize on operational efficiency,
Service Consumption, perform functional area productivity analysis and thereby creating PMPML
BRTS a user choice.

ITMS shall provide a new set of tools for achieving urban local transport policies. This system shall
provide services using modern computing and communications technologies. The system shall
collect information about the state of the transport network, process that information, and either
directly manage the network (e.g. headway management), or allow people to decide how best to
use the network (e.g. incident detection, travel news). ITM system shall play an important role in
delivering policy objectives, including tackling casualty reduction, traffic congestion and pollution, as
well as improving accessibility, providing integrated transport solution and making best use of
existing infrastructure. The system shall deliver noticeable economic benefits through reduced
journey times and increased journey time reliability, as well as improvements in safety and
reductions in pollution. The benefits of using ITMS include:

• Making travel more efficient (safer, less polluting, cheaper, better informed travel);
• Helping to achieve ‘Best Value’ within network management as a result of greater information
gathering and improved decision making;
• Simplifying public transport use by providing accurate real time information about services;

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• Reducing the number of accidents by providing drivers with more information about conditions
on the roads they are using;
• Helping drivers find the best route to their destination, and changing that route if major
incidents occur on it;
• Improving the security of public transport passengers and staff by providing extra
communications
• Providing immediate information of catastrophic incidents and prompting for immediate
response (Accidents, Ticket-less Travel, Law & Order incidents etc).
• Two way communication between control room and crew
• Visual display of inside of a bus/BQS for control room/controllers.
Intelligent transit management system (ITMS) shall deliver above stated stakeholder requirements
by integrating various solutions and technologies onto an integrated platform which shall comprise
of following distinctive application areas:

Automated Fare Collection System

GPS based Fleet Monitoring System

Vehicle Scheduling & Dispatch System

Passenger Information System

Financial Management System / Central Clearing House System

Depot Management System / Bus Terminal Management System

Incident Management System / Call Centre Management System

Business Intelligence System

Enterprise Management System

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6.1. Integrated ITMS Overview

**The figure above is indicative and does not include all the activities that would need to be carried
out as part of implementation of ITM. Detailed requirements are mentioned in the document below.

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6.2. Bus Station ITM Overview

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6.3. BUS ITM Infrastructure Overview

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6.4. Communication Overview

7. Technical Specifications of ITMS for PCMC BRTS

This following section describes functional specification of different component to be used
for ITMS implementation for PMPML. The figure below provides conceptual view of the ITM
to be deployed for PMPML.
The technical specification section provides specification for major IT components for
PMPML:
• Automated Fare Collection System (AFCS)
• GPS based Automated Vehicle Location System (AVLS)
• Passenger Information System (PIS)
• Vehicle Scheduling & Dispatch System (VS&DS)
• Financial Management System / Central Clearing House System (FMS / CCH)
• Depot Management System (DMS)
• Terminal Management System (TMS)
• Incident Management System (IMS)

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• Business Intelligence System (BI)

• Enterprise Management System (EMS)

2.1 Automated Fare Collection System

The Automated Fare Collection system shall be driven by a Central Computing environment
which enables the devices and applications to exchange information based on the
operational requirements of PMPML. The components that shall be used to perform various
functions are described as below:

Station ticket terminal

Internet based ticket recharging

Dealer/ Agent based ticket sale system

Smart Card/ RFID Single Journey Coins

Bus Card Validator

Bulk Initialization Machine

Card Personalization Device

Flap Barrier
Station ticket terminal, Bus Card Validator, Access Control System (Flap Entry and Exit
Barriers) shall act as the primary sources for fare collection. Smart Cards / Tokens shall
facilitate users to pay for the travel using above devices and the smart cards/Tokens shall be
made available for dispensing after the cards have been initialized by BIM and CPD.
The fare collection and authentication devices as mentioned above shall communicate with
Central Computing environment and Bus Terminal Management System based on the
operational requirements of PMPML.
Bus Card Validator (BCU)

A Bus Card Validator shall have a 3.5” bright colour TFT allowing high contrast graphics
including animation. The front face of the device shall provide active, colour indications of
transaction status as well as visual highlights for the device. The device shall include a
contactless card reader supporting ISO 14443 A and B cards and shall communicate at dual
10/100Mbps Ethernet, RS485 and have high speed Security Access Module (SAM) support
for up to 4 SAM’s. The device shall have 512MB of flash storage.
External Ticketing System should include:
a. Multimodal Tickets
b. Issue of tickets by Dealer / Agents

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c. Issue of passes Online / Offline – Validation of tickets required before the start of
journey at TOT
d. Dispatch of Tickets
It is expected that the system hooks transparently to other transit modes, whenever they
become operational in future.
The system is envisaged to operate automated fare collection by way of using contact less
smart card and RFID coin tokens. The travellers who own smart card shall be required to use
smartcard at flap gates installed on sheltered station and tap on the Bus card validator for
trip start. The travellers travelling with coins shall also gain access to the BQS via flap gate
authentication and have facility of coin drop on Bus Card Validator.
Smart card system is envisaged to have following characteristics:

One time issue multiple usage

Recharge remotely through following modes:

Internet

Mobile Phone – future capability

Dealer Recharge

At ticket counters

Recharge Coupons

Handheld Inspection Device

A handheld inspection device if used as an inspection unit shall communicate wirelessly over
GSM/GPRS/CDMA or any other viable wireless data connectivity to central server for
checking validity of the passenger travel credentials.
In the event that smartcard personalization is required, this shall be provided in the form of
hardware and software running on or compatible with a personal computer (PC)
2.2 GPS based Bus Fleet Monitoring System
The Automated Vehicle Locator System (AVLS) shall primarily use GPS devices mounted on
the vehicle as primary source of data for tracking purposes. The AVLS shall also facilitate CCS
to enable public information system to act as a source of information to be displayed on the
public display screens and voice based information. The AVLS shall essentially comprise of
following components:

Bus Mounted GPS based driver console

Onboard Passenger Information System

Off-board Passenger Information System

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GIS Based Fleet Monitoring and Control System

The AVLS system shall enable PMPML operations team to monitor vehicle movement in real-
time and synthesize the AVL field data to deliver the same on the public information system
devices installed on Bus stations, Terminals, Buses, PMPML customer portal and mobile
information delivery system.
2.3 Passenger Information System
The passenger information system shall consist of following units which shall offer
customers schedule and real-time information regarding operations of PMPML Bus Service
and extend ease of information Delivery related to travel:

Display Screen on Bus Stations

Display Screen on Bus

Voice announcement system on Bus

Web PMPML Portal for Bus Schedule & ETA
The display systems at bus stations and bus terminals shall display real-time information of
the route and estimated time of arrival using fixed data connections/mobile data connection
with the central vehicle monitoring system. The system shall have capabilities to clearly
indicate the direction and route no of the bus on the display to assist passengers.
The bus display units on the front wind shield and the rear window shall display bus route
information and the internal display shall display real-time information of the stations bus is
going to pass through preferably by showing real-time position of the bus on a transit line
diagram. The voice information system shall also derive information of the next station
based on the location information derived from the GPS unit and shall have capabilities of
playing pre-recorded voice information in the bus.
The PMPML web portal shall enable passengers to get information about the bus schedules
on various routes operated by PMPML and shall also have facility to deliver ETA based on
the real-time data from GPS central monitoring system. The web portal shall also provide
facility to passengers to extract such data through the mobile communication system.
A call centre shall be operated at CCC of PMPML shall facilitate passengers to call into for
information on bus routes and schedules as well as for any issues on fare. Call centre shall be
able to log in complaints through call centre executive or IVR.
2.4 Bus based Vehicle Scheduling and Dispatch System
Scheduling/dispatch software shall be used to aid designing and modifying transit routes. It
shall also be used to create / activate route, schedule, and dispatch vehicles in demand
response operations. The application shall combine GIS and AVL to coordinate different
transit functions. Combined technologies such as, computer-aided dispatching and AVL shall

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increase the efficiency of transit operations, enhance safety, improve service. For example,
systems integrating automated scheduling and dispatching and AVL enable a dispatcher to
know the exact location and status of each bus under control. This real-time information
allows the dispatcher to address any problems with service or to respond to any emergency.
In addition, automated dispatching software and AVL allows the coordination of services
among many separate transportation agencies.
Vehicle scheduling and dispatching system should be capable of dynamic planning and
Capable of optimising 1000s of vehicle movements, the system should be capable of
automatic dispatch distribution and transport operations, dynamically rescheduling vehicle
and driver assignments based on real-time events.
Real-time Scheduling Systems & Dynamic Planning Software
• Dynamic routing and scheduling of vehicles (including dynamic scheduling of multi-
drops or multi-collects and dynamic assignment of work to resources)
• Real time distribution scheduling (last minute orders, variable demand, etc.)
• Efficient fleet and driver usage, taking account of working time directives, shift
scheduling, vehicle maintenance scheduling and customer constraints
• Reduced spot-scheduling costs and better utilisation of own-fleet
• Improved service levels, including better adherence to schedule and greater flexibility
• Real time optimization based on operational constraints and business objectives
• Improved visibility at all levels of the operation
• Real time planning in response to last minute orders, cancellations, redirections, etc.
• Advanced warning of potential delays due to traffic congestion or breakdowns, and
tactical response.
In an operation where fulfilment windows are very narrow, and penalties for late operations
may be substantial, the system should have ability to react quickly to operational problems
such as traffic delays, breakdowns, last minute dispatches, etc. The will allow planners to
tackle this problem by re-planning optimally, thus reducing the need for over-resourcing and
spot-scheduling while improving service levels. The user-friendly graphical planning interface
should allow fast and effective interaction with the dispatcher & vehicle tracking system
through on-screen maps, reports and editors.
The System should be flexible enough to accurately model all real time transport operations,
and may be configured to exactly match business requirements.
Vehicle Dispatch and scheduling is needed for automating schedule and dispatch system in
normal operations and specifically in case of breakdowns and whenever there is a need to

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replace buses. This system will also be integrating to KMS accounting of operator for
accounting purposes.
2.5 Financial Management System – Central Clearing House
The financial management system shall comprise of enterprise reporting management which
shall take care of all accounting functions of PMPML including fare accounting, disbursal to
operations, profit and loss calculations, asset management etc.
The financial management system shall also enable PMPML to manage fare or any other
financial transactions with companies offering services to PMPML. It is envisaged to offer
single ticket to passengers to travel across all urban transport systems in PMPML and hence
the financial management system should have capability to account for all such activities
and suitably have function to enable payment receivables and deliverables to respective
entities – Central Clearing House System.
The reporting for the automated fare collection (AFC) component of the system and the
accounting package shall be separate. The AFC system shall provide reporting on
transactions and other financial data in its own right and shall be separate from a third party
corporate accounting system.

2.6 Depot Management System

Integrated Depot Management System
This system enables to automate depot Operations, which include workshop management,
fuel management, traffic management, vehicle management, and so on. The module shall
also cover administrative activities and stores requirement.
Stores & Inventory System
This shall enable automation of stores and inventory for various items at each depot,
workshop and terminals. The module also covers purchase and procurement processes right
from sampling to evaluation of products to tendering to purchases to consumption. It also
enables to exchange the information across the depots, divisions and workshops for
products availability and requisitions.
Personal Information System
This covers the various processes related to Payroll and HR activities of Personnel working at
Central Units, Divisions, Depots and Workshops. It offers centralized system for better
control as well as employee satisfaction.
2.7 Functional units of IT system and interrelation
The IT system for PMPML operations shall be designed to meet specific needs of following
operational entities to achieve the above system needs:

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Central Control Centre

i) Central Computing System (AFCS)
ii) Central Vehicle Monitoring System

Bus Terminals

Bus Stations

Bus

Bus Depots

The figure 1 below describes the data exchange model between the individual entities of
PMPML system.
Conceptual View of PMPML ITM

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8. Automated Fare Collection System

The Automated fare collection system shall comprise of all equipment’s mentioned to
perform fare collection process within PMPML ITS system. The following section describes in
detail all the components required for AFCS.
8.1. Smart Card (SC) / Single Fare RFID Tokens
a) Types of Smart Card / Token Applications
The AFCS system shall be capable of deploying Contact less Smart Cards / RFID
Coins for the following basic applications:

Smart Card for issue to passengers (full fare and concession fares); Capability for
Distance based as well as flat fares.

Smart Card to be used as other pass categories like Police dept etc.

Other passes such as Daily Passes / Promotional Passes.

Smart Card for use by the PMPML / Operations Team for testing purposes as
required by operating and maintenance procedures.
The system shall issue smart card, which can contain personal information of the passenger,
including eligibility for concession, While there can be identifiers in the system to distinguish
different consumers/passengers (e,g Students, / Women / Special Categories etc). The
system should be able to read the card, verify the same with the central system and debit
appropriate fare. It should also be able to warn the passenger / driver if the card has
insufficient balance.
b) Characteristics of Smart Cards / RFID Tokens

The Smart Card to be used with the AFCS shall be ISO 14443 compliant. The
Smart Card to be supplied by the operations team shall be Mifare 1K / Mifare
Ultra lite/ Mifare Desfire 4K and shall be fully compliant with ISO/IEC 14443 and
other relevant ISO/IEC standards.

The SC shall have an operating frequency of 13.56 MHz

The dimensions of the SC shall comply with ISO 7810.

The resistance of the SC to mechanical stress and chemicals shall comply with
ISO 10373.

All SC used shall be suitable for personalisation of one surface with photo and
personal details as required by PMPML or for Service providers use.

Each SC / Token shall have a unique external identification number that is linked
to the card’s manufacturer supplied internal identification number which shall
not be erasable or changeable. The external number shall be engraved or

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printed in a non-erasable, long lasting ink. The supplier of the cards shall provide
an electronic correspondence list between the internal and the external card
number where the two are not identical. The external number shall have a check
digit to minimise the possibility of errors on data entry.
The AFCS shall be capable of supporting the use of SC which is suitable for both:

PMPML only applications; and

Multiple applications including generic electronic-purse and independent
applications which can use the platform without competing intentions of the
applications provided by PMPML.
i) Fixed and Variable Data Encoding

Fixed data shall be encoded onto Contactless Smart Cards by the
Operator prior to issuing. Each Smart Card shall be encoded with a
unique identification number, date of entering the AFCS, type,
encoding device reference number and other pertinent data that shall
not change throughout the life of the Smart Card.

Encoding on variable data fields shall be carried out by the Validators
and field AFCS devices used by PMPML.
c) Validity Checking

The Contact-less Smart Cards / Coins shall be authenticated by all AFCS devices
before the actual financial transactions are initiated in order to check
originality.

AFCS equipment’s shall be able to check the integrity of the data on the Smart
Card / Coins during processing. Smart Card / Coins which are no longer capable
of being accurately encoded shall be detected, rejected and blocked.
d) Smart Card Issue
A Contact-less Smart Card / Coins shall be considered issued when a value is
encoded on it. This shall process in the following ways:

Encoding of Smart Card for future off-site sales by authorised agents. Value is
encoded on the Smart Card that are then handled with the same security as
actual money;

Encoding of Smart Card for first issue by the Station ticket terminal.
e) Smart Card Security / RFID Coins

Each transaction of card with any device in the system shall first be security
authenticated with exchange of encrypted (with the appropriate application key
set) number exchange

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When corrupted or suspicious Smart Card numbers are detected, the numbers
shall be added to the blacklist that is downloaded to the AFCS equipment to
protect against fraudulent use of Smart Card.

8.2. Automated Fare Collection System - Bus Devices

Basic general functional requirements of all on bus devices:
The Equipment supplied shall withstand the harsh working conditions of vibration, heat,
dust, moisture, rough usage, Radio interference. The Service Provider shall implement
application software [Asset Tracking] to track the devices that are installed in the network
using suitable identification methods. This could be possibly done by attaching a RFID Tag to
all assets in operation in PMPML

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a) Bus Card Validator (BCV)

i) Functional Requirements
• The BCV shall be capable of performing a transaction with ISO14443 “Type A”
cards / Single trip Coins as a minimum
• The BCV should read cards at a distance 0mm to 30 mm, but shall not operate at
a distance that introduces a risk of unintentional operation (tolerance limit +
10%).
• The BCV shall read, write and verify all required data for the transactions
associated with SC to permit the application of all the PMPML’s business rules
and the collection of all records required for the PMPML’s accounting and
reporting purposes.
• Transaction time shall not exceed 300ms for agreed and used types of Contact
less cards.
• BCV should have interface capable of validating smart cards as well as single trip
RFID Coins
• Coin validator and exit Collector system to be such that it seamlessly integrates
with the access barrier
8.3. Automated Fare Collection System - Bus Station / Bus Terminal Devices

8.3.1. Station Ticket Terminals (STT):

i) Functional Requirements
• The Station Ticket Terminals shall be manually operated, desk mounted units and
shall be used to read and write to the Contact less Smart Cards and single journey
RFID Coins.
• The STT shall be able to issue with stored value, add value, analyse, and replace all
types of deployed SC within PMPML system and its participating partners.
• The STT shall be able to perform the above functions in combination on a single SC
according to PMPML configurable business rules.
• The STT shall consist of a POS PC with an integrated SC reader and receipt printer.
The POS PC should be compact unit, touch screen based for ease of user operations.
• The STT should also be integrated with electronically operated cash vault which is
activated through software installed on STT.
• The STT shall not accept a new transaction until the previous transaction has been
completed. The display shall time-out after a period defined through its operating

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parameters at the CCS unless a new transaction takes place before the end of the
defined period.
• It shall be possible to request a receipt to be printed for the last completed
transaction on the STT but receipt printing shall be on request only and not
automatic.
ii) Operation of the Ticket Office Terminal:
• The STT shall permit all required functions to be easily accessible to the operator
through an intuitive interface that will permit transactions to be completed with the
minimum of operator actions.
• The service provider shall modify the STTs operation sequence to meet PMPML’s
requirements, if necessary.
• Irrespective of the automatic selection, the mode of operation shall always be
selectable by the operator.
• For the card sale function, the amount of deposit shall be encoded together with the
initial amount of travel value or the selected Period Pass values. The STT shall always
verify the amount encoded against the value selected by the operator and generate
the required transaction record for auditing and updating of the database.
• For the top-up function, the STT shall add the amount selected from the list of
available amounts or an amount entered by the operator to the current remaining
value of the SC. If the deposit has been used for a fare and the current value is
negative, the amount shall be used first to replenish the deposit and then to
increase the travel value such that the new remaining fare value will be equal to the
amount paid minus the existing negative amount. The STT shall always verify the
amount encoded against the value entered or selected by the operator and generate
the required transaction record for auditing and updating of the database.
• For the analysis function, the SC to be analysed shall be presented to the CARD
READER WRITER. Selected data encoded on the SC shall be read and displayed on
the passenger display unit together with error code and the computed penalty or
excess fare due, if any. In the case of entry-exit flag mismatch, the amount of the
penalty, if any, shall be applied. The payment due shall be deducted from the
remaining value or taken in cash and the flag reset to its correct state.
• In the case of a SC having been rejected by entry or exit Validator due to corrupted
data, the STT shall be used to analyse the SC. The STT shall read as much data as is
possible. If necessary and if this data includes the serial number of the SC, the STT
shall interrogate the Central Control System to determine the remaining data
associated with the SC as recorded in the CCS database. Alternatively, the operator
shall enter the engraved or printed SC identification number to retrieve the

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remaining data from the CCS. Using this data and operational regulations, the Ticket
Office personnel shall use the STT to cancel the rejected SC and issue a replacement
SC on receipt of the appropriate payment, if any, which will be valid for use.
• Smart Card with invalid codes as a result of exceeding the period of validity of the
card since first issued or since last used shall be analysed and the relevant data
displayed on the STT. If the limit has not been exceeded to the point where the card
has been cancelled and removed permanently from the database in accordance with
operational regulations, the card shall be re-validated by re-encoding the last used
date.
• All penalty amounts shall be determined in accordance with the PMPML’s business
rules and shall be configurable from the CCS. All penalty amounts shall be displayed
on the STT even where these have been set to zero at the CCS.
• Refund; card in damaged/ good working condition return shall be handled at STTs.
Configured to do so, the refund of deposit and purse shall be as per business rules of
PMPML. All pass return refund and damaged card refund shall be handled by STT
configured to do so.
• STT shall provide interface unit near the STT unit for smart card travellers to check
balance and validity related activities at all stations. This interface shall also allow
the smartcard holders to update balance on their card in-case they have recharged
the same using internet based or scratch card based recharge voucher.
iii) Methods of Payment:
• The STT man machine interface shall be designed to facilitate the recording of
payments in cash with future scalability to validate credit card (using third party
terminal) and by the receipt of vouchers issued or validated by PMPML.
• The end of shift reports shall discriminate between payments made in cash, by
credit card and by receipt of vouchers to facilitate the end of shift reconciliation
process.
iv) Security
• STT shall be configured for operator identification and access control. The process
shall serve to identify operating personnel and record an operator's start and end of
duty.
• It shall be necessary for the operator to enter his identification and PIN into the STT
before being able to start a shift. It shall not be possible for an operator to start a
new shift without having first closed the previous shift.
• Provision shall be made for an operator to break his shift such that access to the
system is denied to any other user during this break and the shift will resume on re-

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entry of the original operators PIN and password. The Service provider may
configure a time limit to this break such that the STT will automatically log off the
original operator and produce close of shift reports accordingly. After an automatic
log off, any operator with a valid PIN and password shall be able to start a new shift
on this STT.
• The STT will be enabled to collect payment to a preset amount per day, downloaded
by the central system. The STT will be automatically disabled if the amount exceeds
the preset limit and upon payment, the limit will be released after proper
authorisation from authorised team member.
• Access to the STT for servicing and maintenance purposes shall also require the use
of high security access control. When accessed by maintenance personnel, the STT
shall only process test SC.

v) STT’s Interface to CCS / SC

There shall be a fixed Internet data link from the STT to the Central server via PMPML’s
network or via secure internet. This shall carry information on the following (indicative
list, not limiting):
• Identification of the operator on duty;
• Faults;
• Transaction data.
The stock registers of the STT shall include, but not be limited to, the following:
• Number of SC issued for each type;
• Value of deposit and travel value encoded on new SC issued by type;
• Number of Period Passes issued by type;
• Total value of Period Passes issued by type;
• Number of Penalty deductions made; and
• Total value of Penalty deductions made.
8.3.2. Station Card Validator (SCV) - Installed on entry/exit barrier
ii) Functional Requirements
• The SCV shall be capable of performing a transaction with ISO14443 “Type A”
cards / Single Trip Coins as a minimum

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• The SCV should read cards at a distance 0mm to 30 mm, but shall not operate at
a distance that introduces a risk of unintentional operation(tolerance limit +
10%).
• The SCV shall read, write and verify all required data for the transactions
associated with SC to permit the application of all the PMPML’s business rules
and the collection of all records required for the PMPML’s accounting and
reporting purposes.
• Transaction time shall not exceed 300ms for agreed and used types of Contact
less cards.
• SCV shall be connected to the access gates installed at Bus stations and Bus
terminals. They shall control the access gates based on the validation process of
SC.
9. Flap Barrier

9.1. FUNCTION
The gates should provide fare processing ability to ensure that the transport system is only
used by fare-paying passengers. It processes the fare media of each passenger wishing to
enter or leave the transport system and allows or denies passage through the gate aisle
according to the validity of the fare media. The gate can operate either under control of a
station computer system or in a stand-alone mode. The barrier mechanism separates the
paid zone and unpaid zone and gives an effective compromise between fraud prevention

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and physical safety of adult, child and handicapped passengers. The physical barriers are
automatically opened in case of an emergency evacuation.
9.2. SECURE ACCESS via GATE ADAPTATION KIT
The gate is identified by an electronics tag. Downloading security keys is protected through
an authentication process between the gate and its host (optional).
The reader at the gate shall be a contactless smartcard reader supporting ISO 14443 cards
type A and B and be the same type of device as that used in the BCU.
9.3. FEATURES
The different gate operating modes may be set locally or remotely. The modes are:
In service: Entry/Exit/Bi-Directional
Out of service: Out of service/Maintenance/Station Closed/Power Failure
Different fare modes are permitted by the business rules (set remotely or locally)
Business rules, operating parameters and fare tables updated by the central system

9.4. FARE PROCESSING

Fare media are checked for validity and updated in accordance with the business rules and
fare tables currently in force
Media acceptable: Mifare 1KB, Desfire 4K and equivalent
Other Media acceptable: RFID Coins
9.5. FLAP GATES
Operate in normally- Open mode or Normally- Closed mode
Contact less smart Card or Token Passenger throughput: 60 passengers/min
Barrier types: Central retractable flaps
Gap between flaps < 50 mm
Flap opening < 0.5 sec
Flap MCBF: > 1,000,000 operations
Consumption: 250VA, 550VA peak
Minimum Clear Passage: 1000 mm
9.6. PHYSICAL CHARACTERISTICS
Integral body type unit made from stainless steel with a brushed finish
Passenger detection by optical sensors
Directional Display by LED Pictograms: Entry or Exit aisles visible up to 10m
User friendly 6.4” color TFT display or LCD display provides clear and logical passenger
interface
Invalid transaction warning (alarm and display)

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Intrusion and fraud management (alarm and display)

Modular design with ease of maintenance
9.7. ENVIORNMENT
Power supply: 220V ±10% 50Hz ± 2%
Operating Temperature Range: 0 oC to +50 oC
Humidity: 20% to 80% (non-condensing)

10. Bulk Initialization Machine (BIM)

The Card Bulk Initialisation Devices shall be PC-based systems capable of initializing SC for
use in the AFCS. The device shall be essentially identical in functionality to the STT except
that it will not require receipt printer and shall have the capability to initialise cards received
from the manufacturer with transport key-security key replacement. BIM shall be connected
to the LAN at the Administration Office and shall be set up to enable mass initialization of SC
prior to the commencement of full scale SC revenue service. The BIMs shall be located with
in the central computing location.
The main function of the initialization process is to replace the SC factory transport keys with
the system specific diversified master keys, diversification shall use card electronic number
to ensure safety across the system and to format the fixed data fields of the SC depending
on their ultimate use and the SC type. The number of SC types and Employee Pass types shall
be defined by the Employer during the Project implementation.
The Service provider shall use the configurable file format for the different types of SC,
including Employee Passes and Period Passes. Where requested and required the service
provider shall provide APIs and Security modules customised for the application to be
provided by a third party service provider joining the system in agreement with PMPML
The BIM shall have separate audit registers to track the total number of SC initialized by type
of SC when operating in the initialization mode.
Cards shall be procured initialised and deployed by the service provider.
11. Card Personalization Device (CPD)
The CPD shall have facilities to receive digital images of user photographs and digital input of
user particulars as required for the electronic and physical personalisation of specific user
Passes for whom physical personalisation is required. It shall also be able to receive and
process custom designed graphics for promotional SC.
The CPD is an extension of to the BIM with the card printer attached to it.
11.1. Card Issuance Points in City for concession & normal smartcard can be issued from any
station
The service provider shall provision for setting-up different locations within the city to
provide concession cards to the travellers which shall include necessary documentation to
validate use type and delivery of the same at the required address of the recipient. Normal

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smartcards can be dispensed at the stations and designated retail delivery points within the
city.

12. Handheld Terminals for Ticket Inspection

The service provider shall provide handheld terminals capable of reading contact less
smartcard / token for spot checking purposes. The handheld shall read smartcard/token and
display card information including last transaction details in-order to ascertain travel details
from compliance perspective.
The handheld shall be programmable to include audit functions as desired by PMPML audit
process. The handheld should be able to store violation data and the same should have
capability to communicate to the central control centre.
12.1. Functional Requirements:
The unit shall meet the general functional requirements.
The HTU unit shall have a LCD screen for displaying ticketing process with an alpha-numeric
keypad including software configurable function keys next to the display. The HTU should
also provide navigation keys, enter, cancel, configurable function keys below display, Power
on off toggle button, Wi-fi and other status indication led’s.
The Passenger validator display shall have colour LED’s for status indication besides
audio/visual feedback/alarms.
The readers in the HTU should be able to read cards at a distance range of at least 0cm to
3cm from the reader but shall not operate at a distance that introduces a risk of spurious
operation.
The HTU should have capability of GPRS interface. The HTU shall have an 802.11b/g
compatible Wi-Fi module connected to an external antenna for data transfer and
communication of high volume of data and application down loads to the Bus Terminal
Management System through BTMS.
A maintenance engineer with maintenance access card shall be able to access maintenance
mode of the device which shall allow the maintenance engineer to diagnose the faults and
update the device settings when required.
On-board printer should be able to print penalty tickets.
12.2. Operational requirements:
The unit should have capabilities to link to central control application.
The unit shall have sufficient memory storage to allow 5 days transaction data on a busy
route, device configuration data for the depot, maximum of 50,000 black listed card data.
HTU shall be able to store additional configuration sets with designated future time and date
for activation to enable PMPML to implement changes to fares and business rules on all
buses at once.
The print time per ticket should be less than 2 seconds and not more than three key strokes.
The validation & read/write cycle time for smart cards should be less than 300ms.

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The reader should read cards at a distance between 0mm to 30mm and shall not operate at
a distance that introduces a risk of unintentional operation (tolerance limit + 10%) .
The HTU shall read, write and verify all required data for the transactions associated with SC
to permit the application of all the PMPML’s business rules and the collection of all records
required for the PMPML’s accounting and reporting purposes.
12.3. Interface requirements:
HTU shall use serial ports, hi-speed LAN, WLAN , GPRS communication protocols
appropriately to achieve optimum performance.
It should have suitable Wi-fi and GPRS hardware built in to it so that the communication can
be established at the terminal to download the data into Bus Terminal Management System
database or CCC.
13. Other Transit Service Providers / Other Services:
The service provider shall advise PMPML on provisions in the Contactless Smart Card data
structure to permit other transit service providers to process the PMPML SC for transactions
with a common transit purse. The service provider shall also assist in the integration activity
with other transit service providers.
The service provider shall assist with necessary information required to be presented to the
banks in accordance with RBI to obtain regulatory approvals for operations of an e-purse.
The service provider shall assist PMPML in preparing technical and operating specifications
to be provided to other transit service providers for them to follow to ensure compatibility
with the PMPML AFCS.
The service provider shall give consideration to integrate the systems later with other mass
transit service providers in PMPML and other cities operators and operate the central
clearing house.
The service provider shall also design website of PMPML and same shall be operated and
maintained by the service provider during the tenure of the contract.
14. GPS Based Fleet Monitoring System
14.1. Bus Vehicle tracking device
a) GPS and GPRS based Vehicle tracking unit – Bus Driver Console
The Bus Driver Console shall be installed on the PMPML BRTS buses. The service
provider is required to interface with the on-board computer to take necessary data
required for control & operations purposes.
The Driver Console Unit with wireless communication module (based on
GPRS/EVDO/Wifi) shall be used to provide vehicle tracking accurately and reliably. The
back end system shall be able to produce MIS reports of the vehicle schedule adherence
report and operated kilometres by each bus, by route and by fleet of each Service
provider. PMPML may require additional information to be extracted from the vehicle
tracking information logged at the control centre.

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The system shall be able to provide on line WEB interface for positioning of the vehicles
in the system
The unit shall allow AFCS devices such as handheld ticketing unit and bus card validators
to use its GPRS/EVDO communication module as a data path to transmit AFCS data to
the CCS.
The unit would additionally have an interface module in front of the bus driver for two
way communication, messages to be sent by driver and messages to be sent to the
driver from the control centre.
The Bus Driver Console unit has to be mounted on board the bus and the assembly has
to be designed in a way that integrates with the dashboard of the bus. The bidder has to
provide a design which should be theft proof and cannot be in normal circumstances
removed from the bus unless standard technique specified by the bidder is applied.
The bus driver console will act as the sole management console for devices onboard like
PIS and AFCS equipments. The BDC shall operate PIS manually in-case of GPS outage.
Features of BDC UNIT:
On Board Computer

Memory Capacity
RAM 256 Mbyte
Flash 512 Mbyte –(Extendable if required)
Interfaces
Standard interfaces:
RS485
ELSY
IBIS
2 x RS232
USB
Ethernet (TCP/IP)
Odometer input
WLAN
Audio input/output
1 amplified audio output
6 digital outputs
8 digital/analogue inputs for switches.
2 x CAN
2 x Video/Camera input (PAL or NTSC)

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GPS
GSM 2G/GPRS
Driver Interface
Keyboard Four keys for navigation and settings
Display 5.7” colour, graphical (VGA), TFT 640 x 480 pixels, adjustable backlighting.
Performance
About 1000 mA current consumption at 24 V, less than 10 mA at shutdown.
Supply voltage 12 to 35 V
Operating temperature -20 to +70 °C
E-certified. Tested according to UN ECE Regulation No. 10, ver 3:2008
Functions
ELSY Multiplexing functionality
CAN Interface for Engine & Gear Box Diagnostics
Replacement of control and indication tell tail lamps
Audible and/or visible alert the driver and service staff when malfunctions occur
Handling and storing MP3-files for announcements
Control destination and line number signs
Control interior information display & announcement
Keep track of the vehicle’s position via GPS and distance counting etc.
Communication and interface with other onboard units, e.g. ticket machines, smart card
reader, passenger counters, video surveillance
GPS time synchronization
Clock and Date Function
Map applications, navigation and driver guidance
Interface with Back Office for Remote Vehicle Health Monitoring.
Interface for Traffic light priority via data radio and loops
Inbuilt capability for Camera monitoring,
Future capability of Camera Recording Devise Required
Antenna (GPS, GPRS,WLAN)
Capable of Maps made for Navigation with the Co-ordinate system and the format must
be Mapinfo (.TAB) or ESRI (.shape)

Sr. No Specification

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Sr. No Specification
Additional Features
1
Status LED’s to indicate Power, GPS and GPRS status.

Over the air configuration of parameters.

Remote administration & firmware update over the air.

Large Display unit interface for two way communication

Full Keypad for text interface
At-least 4 separate panic buttons
Manual override for PIS Information
Facility to store route information and related data for PIS
Audio Interface for two way communication by providing speaker and microphone
interface
Single push button for call to central control centre
Auto-answer call pick-up from control centre
The data is transmitted securely in order to avoid intentional intrusion
Manual announcement option by driver interface through microphone interface
connected to bus speakers
The Unit should primarily be able to help central monitoring system to generate minimum of
following data points as minimum and at the time of finalization of requirements a
comprehensive requirement shall be furnished to the vendor:

Start Stop

Begin – End Shift

Fleet Summary

Detailed Activity

Speed

Fleet Status

Alerts

Battery Report

Unit ON/OFF Report

Ignition ON/OFF
PMPML can request for other reports / data / information as deemed necessary for
management purposes.
Bus Electronics Data

CNG Bus

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Error Description as per DS document DTC display in KTS English

Microcontroller error Engine control unit

Engine Speed Sensor Engine speed sensor
Atmospheric Pressure sensor Atmospheric pressure sensor
Brake switch signal Brake switch signal
EEPROM EEPROM error
EEPROM EEPROM error
Vehicle Speed Sensor Vehicle speed sensor
Main relay Main relay
Ignition switch Ignition switch
Fuel temperature sensor Fuel temperature sensor
Boost pressure sensor Turbocharger boost pressure sensor
Boost pressure governing Boost pressure control
Accelerator pedal sensor Accelerator pedal position sensor 1
Redundant accelerator pedal sensor Accelerator pedal position sensor 2
A/D converter Analog/digital converter
Water temperature sensor Coolant temperature sensor
Diagnostic lamp Fault lamp, engine control
Electrical shut-off valve(ELAB) Electric shutoff (ELAB)
Needle movement sensor Needle sensor
Engine speed/auxiliary engine speed
Secondary Engine speed signal
sensor
Begin of Injection timing governing Start-of-injection control
Fuel timing actuator Injection timing solenoid valve
Battery voltage Voltage supply control units
Reference voltage Reference voltage
Air temperature sensor at Intake manifold Charge-air temperature sensor
Fuel actuator Governor feedback signal Control-collar travel sensor
Fuel quantity actuator Control-collar travel sensor
After Run Test After running test
Fuel actuator Governor feedback signal Control-collar travel sensor
Error path changing over to Kante Engine control unit
Misfire detection Misfire recognition

Diesel Bus Electronics Data

1813315600. Drivers Demand of Engine Torque Percentage

1813315601. Actual Engine Torque Percentage

1813315602. Engine And Retarder Torque

1813315603. Engine Speed

1813315604. Source Address Controlling Device

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1813315605. Engine Starter Mode

1813315606. Engine Demand Torque Percentage

1813315607. Accelerator Pedal 2 Low Idle Switch

1813315608. Road Speed Limit Status

1813315609. Accelerator Pedal Kickdown Switch

1813315610. Accelerator Pedal Low Idle Switch

1813315611. Accelerator Pedal Position

1813315612. Percent Load At Current Speed

1813315613. Remote Accelerator Pedal Position

1813315614. Accelerator Pedal Position 2

1813315615. Vehicle Acceleration Rate Limit Status

1813315616. Engine Temperature

1813315617. Engine Coolant Temperature

1813315618. Fuel Temperature

1813315619. Engine Oil Temperature

1813315620. Turbo Oil Temperature

1813315621. Engine Intercooler Temperature

1813315622. Engine Intercooler Thermostat Opening

1813315623. Engine Fluid Level Pressure

1813315624. Fuel Delivery Pressure

1813315625. Extended Crankcase Blow By Pressure

1813315626. Engine Oil Level

1813315627. Engine Oil Pressure

1813315628. Crankcase Pressure

1813315629. Coolant Pressure

1813315630. Coolant Level

14.2. AVLS Software:

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The software shall be web based and utilizes high resolution digital map to show real-time
position of the vehicles. The software shall provide map based tracking and transit route line
based tracking of vehicles by the control centre operators. The software is expected to have
enterprise capabilities which enables multiple user type to be enabled to carry out various
functions like, Alarm Management, Vehicle Schedule Tracking, Speed Management,
Stoppage management, Route replays, bus tracking dashboard etc as a standard
functionality. The software shall enable control centre management staff quick decision
making capability, which shall be achieved by providing graphical tools for visualization. The
software shall enable PMPML to drill and analyse information and online data in a multi-
dimensional manner. Comprehensive analysis and reporting capabilities are expected to be
part of the application delivery which matches the world standard capabilities of AVLS
systems.
The software should have capability to have a multi-screen based tracking system, so as to
enable tracking staff to quickly analyse activities and have a better insight into operational
data of all activities within the system.
14.3. Maintenance Requirements

Device settings shall be updated including software/firmware updates through
transmission via the secured communication network set up by the service provider. For
reasons of security, device settings shall not be modifiable by field staff of the service
provider/others.

Any device settings modifications including software/firmware updates as well as
business rules such as fare settings, discounts etc shall be done with prior authorization
by PMPML. A digital log of all changes of settings on each and every device shall be
maintained and delivered to PMPML.

Any faulty equipment shall be replaced with a tested unit from the spares maintained by
service provider.

Repair and testing of equipment shall be done at the Service provider’s maintenance
centre and not at site.

Only a maintenance engineer with maintenance access card shall be able to access
maintenance mode of the device which shall allow the maintenance engineer to
diagnose the faults and update the device settings directly, if required.

A repaired unit shall be tested for full functionality as at the time of initial deployment
and certified before it is reinstalled at any site.
15. Passenger Information System
Passenger Information System hardware shall consist of LED based display system for bus
stations, Terminals and Buses. Following are the technical specifications for the display units.
The passenger information system shall comprise of following components:

Display Screen on Bus Stations

Display Screen on Bus

Voice announcement system on Bus

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Web Portal for Bus route Schedule & ETA

Mobile Schedule Access System
15.1. PIS at Bus Stations and terminals
LED display screens that provide sufficient visibility in broad daylight condition shall be
installed at PMPML bus stations and terminals. There shall be two displays per station. They
shall display route and estimated arrival time (ETA). They may also be used to display public
service information.
The display shall receive encoded information of route and ETA from the AVTS control
centre through the common wired/wireless communication link set up at each bus station as
part of the AFCS system. The displays must have the ability to decode the information
received from CCS and display appropriate message on the screen.
15.2. PIS - Next Bus / Bus Color / Time
PIS display system shall display the next arriving bus with its colour code, transit line and
time.
15.3. PIS Display Detailed Specification
Outdoor Passenger Information Sign (PIS), automatic electronic Passenger Information
Display Sign System shall be furnished and installed at a Bus Shelter or enclosure provided by
PMPML. The System shall consist of:
15.4. Outdoor Sign
16 rows x 140 columns Amber or Sterling LED are; display height minimum 200MM, display
width minimum 1800MM

Display - English language two lines and Marathi language Single Line display
Non Multiplexed Design, Rugged Construction, Vibration proof (Acceleration up to 10G),
operate efficiently at ambient temperatures 0 deg to 50 deg C, humidity level of 5% to 95%.
Comply to IP 55/ IP65 standards. Equipment to be Tested and approved from ARAI, Pune.
15.5. Amber LED’s
Super Luminosity LED made of AllnGaP II material
UV Diffused lens
4MM oval lens
Wide viewing angle 120 degrees side to side/60 degrees from center
Typical intensity of 700 mcd at nominal drive of 20 ma.
Typical wavelength of 590 nm
LED Pitch 13.4mm(Vertical) X 13mm (Horizontal)
15.6. Sterling LED’s
High Luminous Output Sterling LED made of InGaN material

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White Diffused lens

3.9mm x 4.0mm oval lens
Wide viewing angle 130 degrees side to side/65 degrees from center
Minimum luminous intensity of 1500 mcd
The entire display area of all signs should be readable in direct sunlight, at night, and in all
lighting conditions between those two lighting extremes, with evenly distributed
illumination appearance to the un-aided eye in all conditions.
15.7. Display & Display illumination
All sign displays shall consist of pixels utilizing High Intensity Light Emitting Diodes (“LED”),
for superior outdoor environmental performance, of superior UV resistant Epoxy lens and
superior resistance to the effects of moisture. Signs to comply with IP 55/ IP 65 classification
duly certified by ARAI .Each pixel shall have a dedicated LED for illumination of that pixel in
all lighting conditions. The sign system shall have multi-level intensity changes, which adjust
automatically as a function of ambient lighting conditions. There shall be no requirement for
any fan or any specialized cooling or air circulation.
This LED shall be mounted such as to be visible directly to the observer positioned in the
viewing cone, allowing for full readability 65 degrees either side of the destination sign
centerline. The LEDs shall be the only means of illumination of the sign system. The LED
illumination source shall have an operating life MTBF of not less than 100,000 hours.
15.8. Sign Enclosures / Housing
All Outdoor Passenger Information Signs (PIS) shall be enclosed in a manner such as to
inhibit entry of dirt, dust, water and other contaminants during normal operation or
cleaning. The body shall be made of Aluminum (Painted or Annodised) and MS Sheet duly
Painted or Powder Coated so as to maintain high strength and rust resistance. The Outdoor
PAS should be tested up to IP 55/65 duly certified by ARAI.
15.9. Electronic System Requirements
All electronic circuit boards used in the Sign System shall be conformal coated. All Sign
System light board components shall be certified to have been subjected to a "burn-in" test
of a minimum of twelve (12) hours operation in a temperature of 140 degrees F. prior to
final inspection.
15.10. Sign Readability
The Outdoor PAS message shall be readable by a person with 20/20 vision, from a distance
of not less than 110 feet. The Outdoor PAS shall have a viewing cone of equal readability at
65 degrees on either side of a line perpendicular to the center of the mean plane of the
display. The intensity of the illumination of the display pixels shall appear, to the naked eye,
to be approximately uniform throughout the full viewing cone.
15.11. Talking sign / Voice Announcement
The Outdoor PIS should be able of announcing next bus arrival clearly audible to cumuters
inside the Bus Shelter.

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15.12. Communications
The Outdoor PIS should communicate to Client Work station through Hard Wired
Connection already available at the shelter via local network.
15.12.1. Shelter Lighting option
The Outdoor PIS should be capable of lighting the bus shelter/enclosure with additional LED
light modules mounted to the bottom of the Outdoor PAS. When configured, the internal
controller board will power five LED modules line on the underside of the sign to provide
illumination to awaiting passengers below the sign. Each module is rated at 0.48 Watts and
provides 300 LX (luminous emittance).
15.12.2. Power supply options
The Outdoor PAS can be powered by Alternating Current (AC) or Direct Current (DC). AC
options are 240 volt (50 Amp. max). If a solar powered option is used the sign will utilize 12
or 24 volt input. The solar panel is also optional.

15.12.3. PIS on bus

Passenger information system on bus shall function as an independent system and shall not
be directly dependent on the CCS. They shall receive display information and voice
announcement commands from the onboard GPS vehicle control module based on stored
memory on the bus.
Specifications of PIS units to be installed on bus:

Amber colored, Alphanumeric with Graphic capability, having high intensity illumination
along withDisplay and Voice announcement in English and Local Microsoft Unicode
Languages via Window based software package. Signs should meet with international
standards pertaining to readability by the visually impaired community

System should be able to have two way communications, through GPS / GPRS. On-board
device, between Bus and Back Office

The LED Signs should meet the following criteria

Front Sign 16 x 182 LED Matrix having minimum display area of 200mm x 1800mm. LED Pitch
13.4mm (V) x 10.0mm (H). (Note: A higher pixel sign of 16 Vertical is necessary for Local
language characters and 182 Pixels (Horizontal) are again necessary to ensure a higher
number of characters in Local Languages.)

Side Sign 16 x 96 LED Matrix having minimum display area of 200mm x 900mm. LED Pitch
13.4mm (V) x 10.0mm (H)

Rear Sign 16 x 96 LED Matrix having minimum display area of 200mm x 900mm. LED Pitch
13.4mm (V) x 10.0mm (H)

Functionality for signs for above Front, Side and Rear Signs as described below:
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IP 66 Compliant (Water and Dust Proof)

Enhanced Readability, Non flicker design (Maximum multiplexing level 1:2, Constant current
Drive circuit preferably ).

Viewing Distance of 50 meters minimum in Day & Night.

Route number display up to 5 digits

Display of Two lines in English Language. The height of Two Line Text should be adjustable in
any ratio

Display should be in Fixed and Scrolling Mode

Display special characters, such as (+) and (-) and (,) and (") and (')

In-built Light Sensor with continuously variable brightness control

Signs should have Ability to retain the entire Data in Memory in the event of Power Failure
or any kind of failure in the system be provided. Memory to retain last route data displayed
in case of Power failure / Switch off, without any new feed from the controller. Test will be
performed by disconnecting the Controller from the Sign and Sign will be switched OFF and
ON to see if Data is retained.

The sign should have inbuilt Reverse Polarity protection without Fuse.

LEDs Type For Signs for Above Front, Side and Rear signs as below

Amber colored LED

Diffused 4mm Oval shaped Lens,

Wide viewing angle 120 degree Horizontal & 80 degree Vertical

Typical intensity of 700 mcd at 20 mA

Inner Sign 16x112 SMD LED Matrix having minimum display area off 100x800mm

LED Matrix pitch 7.6mm (V) x 7.6 (H)

Two lines English /One line local language.

Display in Fixed and scrolling mode

In-built Light Sensor with continuously variable brightness control

Viewing distance 15Meters minimum in day and night

IP 66 Compliant (Water and Dust Proof)

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Signs should have Ability to retain the entire Data in Memory in the event of Power Failure
or any kind of failure in the system be provided. Memory to retain last route data displayed
in case of Power failure / Switch off, without any new feed from the controller. Test will be
performed by disconnecting the Controller from the Sign and Sign will be switched OFF and
ON to see if Data is retained.

The sign should have inbuilt Reverse Polarity protection without Fuse.

Controller: 32 bit Processor with minimum 256MB Memory, with LCD Panel and Backlit
Keypad

The System should have a programming capability for minimum 75 Routes up and down
(150 nos of Destinations). GPS triggered Next stop display on Inner sign with synchronized
Voice announcement for minimum 50 bus stops on each route should be possible, one after
the other in up to three different languages, namely English, Hindi and Local. Display and
Announcements should be possible "Before Arrival" of the Bus at the Bus Stop, "On Arrival"
at Bus Stop and "After Departure" from Bus stop.

In case of GPS failure, on route, the driver should have option to make next stop display and
announcement by Manual intervention.

Should be able to display graphic images on Inner sign along with voice announcement.

Should be able to display Driver and Conductor Badge number in between the stops.

Controller should be IP 65 Compliant (Water and Dust Proof).

Digital Speed display on Controller Display Panel (when GPS feed is available) and beeper
will sound when vehicle speed exceeds set speed limit.

‘Clock’ display on Inner Sign (When GPS feed is available)

Inner Sign should be able to display Text and Graphics and announce up to 9 prerecorded
messages by Driver pushing the button 1~9 on Controller Panel of the controller

Driver, by pushing the button 1~9 on control panel of controller, should be able to send up
to 9 message codes to back office ( when GPRS device is working on bus)

It should be possible to change/choose/select a 'Route' remotely over the Air from back
office (when GPRS device is working on bus)

Transmitting adhoc messages (English) from Back Office to Internal sign (when GPRS device
is working on bus)

Provide Route information to back-office via GPRS ( when GPRS device is working on bus)

Back office, if required, should be able to detect if the Controller on Bus is "Alive"

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Back office should be able to check the version of Firmware and Database loaded on
Controller via GPRS

Inbuilt MP3 Voice recorder & Player System. Separate Amplifier as described below.

Data upload on Controller from PC via USB port (USB 1.1, FAT, FAT 32) on Controller.

Programming Software should be fully compatible with Window XP, Vista and Window 7

Misc. Requirements

EMI / EMC Compliant.

The System should operate efficiently at Ambient Temperature up to 55 deg C and Humidity
up to 95% (Condensing)

Ability to withstand acceleration up to 10G, and variation in natural frequencies in range of 5

to 50 Hz

The System should be Certified for minimum "Operating" Temperature +85 deg C

Operating Voltage 24 volts plus/minus 25%.

Data Communication RS 485.

External Amplifier of at least 80 Watt with Four Speakers of 4 Watt each including
Microphone for Voice announcement system by Driver

System to be certified by ARAI Pune (TA and COP) to meet following "Test Standards"

Cold Test (Standard IS:10250) : - 10 deg C

Dry Heat Test ( Standard IS 9000 (Part 32) – Test B IEC 68-2-2/2A ) at Plus 85 deg C for 2 hrs
in On Condition.

Damp Heat Test - Cyclic as per IS 9000 Standard (Part 32) - Test Db-IEC 68-2-30,
+25deg/+55deg C, Humidity 95%, 24 hours for 6 Cycles in off condition. Functional test with
Power in On condition at start of 2nd, 4th and 6th cycle

Vibration Test (Standard. AIS:012/AIS:062)

Water and Dust Protection: In IP the first numerical is for Ingress Protection of Dust and
second for Ingress Protection of Water. IP 66 Test (Standard IS: 13947 Part-1-1993 of
Appendix C) Dust clause 7.6, Water Clause 8.6 and 8.9. In IP 66 the Dust '6' means Nil
Ingress of dust and Water '6' means water projected in powerful Jets shall not enter the
enclosure in harmful quantities. This is necessary to prevent damage as most if not all Buses
are cleaned inside and outside with High Pressure Hose for cleaning purposes.

Water and Dust Protection: In IP the first numerical is for Ingress Protection of Dust and
second for Ingress Protection of Water. IP 65 Test (Standard IS: 13947 Part-1-1993 of

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Appendix C) Dust clause 7.6, Water Clause 8.5 and 8.9. In IP 65 the Dust '6' means Nil
Ingress of dust and Water '5' means water projected by a nozzle against the enclosure from
any direction shall have no harmful effect. This is necessary to prevent damage to
equipment installed in Bus.

LED Viewing angle 120 degrees horizontally and 80 degrees vertically according to CIE 127
condition B

LED Colour Test (AIS: 012) Dominant Wavelength 590 to 595 nm

Salt Spray Test (AIS: 012/ IS10250) 96 hours

EMC/EMI as per AIS 004 Standard

Load Dump Test on Controller - 120V and 400ms as per Standard ISO 7637-2 (Note: This is to
ensure that the Controller can protect itself against the overload/surges coming from
electric system of the Bus)

Capability to Display all Indian Microsoft Unicode languages for example Hindi, Bengali,
Telugu, Marathi, Tamil, Gujarati, Kannada, Malayalam, Punjabi etc.

Prequalification Criteria

Bidder should have been manufacturing in India LED Based Passenger Information Systems
specifically for Buses with valid Excise Manufacturing License for this item for at-least three
years

Control Panels shall have the following features –

Easily operable, robust, water & dust proof, control switches/keys/touch type within easy
reach of driver.
Control Panel layout and content shall be simple and easily comprehensible by crew who is
not highly educated. The displays should have all weather visibility.
Crew access to the requisite information by operating least no. of robust buttons / switches
/ keys.
Console to have over-riding provision to jump the information operation sequence like
skipping a particular stop, etc.
Mechanism/port etc. be provided to load/amend/upgrade on-board stored data from PC at
the workshop office complete with any related software interfacing hardware required.
Memory storage, retrieval, amendments, additions, deletions etc.
A microprocessor / controller with adequate memory to store minimum 15 numbers of
routes (alphanumeric characters) and 30 numbers of destinations with 50 stops each on an
average.
Easy and quick retrievability of the all the memory whenever required.

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Easy accessibility to microprocessor / controller by driver / conductor from his seat inside
the bus.
Provision for upgrading / modifying the existing information as well as additions and
deletions.
The size, quality, robustness etc. of the microprocessor / controller be such as to
accommodate the entire information required for this system including that required in
flashing advertisement messages.
All information pre-programmable and loaded on to the micro-controller through PC.
Ability to retain the entire data in memory in the event of power failure or any other kind of
failure in the system be provided.
General Requirements
The system be designed such that data can be fed on-board using add on devices like pen
drive etc.
The system hardware should be able to withstand the fluctuations in climatic conditions,
battery power, noise and vehicle vibrations, etc.
All the items / sub-systems be leak proof and shall have water / dust ingress protection as
per IP Protection No. 55/65 or latest standards.
Mounting of the system should be robust and vibration absorbing type.
The system hardware should be durable and vandal-proof from inside as well as outside the
bus (proper protection with locking system be provided).
Excellent visibility from all sides during day, twilight and night in all weathers.
Ability to withstand acceleration up to 10G.
Ability to withstand variation in natural frequencies in the range of 5 to 50 Hz.
The system should have PC interface facility.
It shall be operable on 24 Volt DC power obtained from vehicle battery. The system shall
have adequate measures to ensure appropriate quality of power supply even during battery
output fluctuations.
All components, circuitry, cards, microprocessors, switches / keys should have ISI marks and
be of internationally reputed makes / brands.
All Components should be ARAI, Pune Certified.
The system should have easy maintainability / repair-ability.
It should be damage proof on account of power fluctuation and should continue to operate
smoothly even during such fluctuations.
Any other precaution / measures required for smooth and efficient trouble-free functioning
of the system year after year for up to the life of the vehicle be incorporated.
The above systems have provision as and when required in future.

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Bus architecture should be compatible with ITS components. Adequate arrangements should
be made inside the bus for various fixtures to be retrofitted at the later stage like:
At-least one LCD screen behind driver’s seat
Ticket vending machines /smart card validator etc
Voice Announcement system on Bus
The Voice PIS must play clearly audible pre-recorded voice announcements informing
passengers of next bus station on route. The voice PIS shall interface with the on-bus GPS
module to gather location information and making the appropriate next station
announcement.
a) Voice Announcement system on Bus
The Voice PIS must play clearly audible pre-recorded voice announcements informing
passengers of next bus station on route. The voice PIS shall interface with the on-bus
GPS module to gather location information and making the appropriate next station
announcement.
16. Web Portal for Bus Schedule & ETA
PMPML’s web portal shall extend capabilities to passengers to download route information,
route schedule and real-time ETA from the web portal. This information must be accessible
using WAP enabled mobile phones also. The portal shall have facilities for pass application,
card top-up using credit/debit cards. Etc
SLA for availability of the Web Portal for citizen should be 99%.
17. Bus Terminal Management System (BTMS)
Each bus terminal is a logical end of a bus route. Bus terminals, for most purposes, are large
bus stations from AFCS perspective. In addition to functioning as large bus stations where
passengers enter and exit the system, they shall have the following functions.
a) The BTMS will receive data packets from the bus devices and information relevant to the
terminal system, and transmit the same to the Central Control System at the end of the
shift, business day or at regular intervals as required and configured in the system. The
communication speed shall be suitable for the significant size of data exchanges
between BTMS and CCS. The transaction data received from the all the devices shall be
authenticated before accepting the data. The data despatched to the CCS shall be
packaged and encrypted to ensure detection of data tampering.
b) Basic characteristics of the AFCS shall be that of self sufficiency. In the event that a BTMS
fails to be operational, each bus on-board equipment suite shall be able to operate
autonomously without loss of data for at least 5 days in the pre-configured routes of a
depot. When the relevant BTMS becomes operational after a failure it shall be
automatically updated with data from the on bus equipment connected to it.
c) BTMS shall have the capability to upload information over secured wired/wireless
connection onto the bus equipment, if necessary, if the wireless connection between
the bus and CCS were to fail. However, under normal operating conditions, it is expected

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that all updates to equipment on bus shall be delivered to them through wireless
channels directly from CCS and not from BTMS.
d) The service provider is expected to provide following ITS equipment’s and services at
bus terminals, Vehicle Tracking Console: 2 Nos. to track Vehicles, Vehicle Information
Display: 1 nos. to be installed on the entry gate Vehicle Information Display: 3 nos. to be
installed on Parking Isle, Terminal Server – , Depot management Terminals: 3, Laser
Printers: 3
Networking components

e) Wireless Network for Vehicle data Upload/Download

18. Incident Management System
Incident management is the process of managing multi-agency, multi-jurisdictional
responses to disruptions. Efficient and coordinated management of incidents reduces their
adverse impacts on public safety, traffic conditions, and the local economy. Incident
management yields significant benefits through reduced vehicle delays and enhanced safety
to motorists through the reduction of incident frequency and improved response and
clearance times.

Incident management is a planned effort to use all resources available to reduce the impact
of incidents and improve the safety of all involved.

An incident is any non-recurring event that impacts the transportation system.

An incident includes:
– Crashes
– Disabled or abandoned vehicles
– Debris in the roadway
– work zones
– Adverse weather
– Other events and emergencies

The incident management process includes:

– Detection
– Verification
– Motorist Information
– Response
– Site Management
– Traffic Management
– Clearance

This system would ideally execute following phases:

THE NOTIFICATION PHASE

THE RESPONSE PHASE
THE RECOVERY PHASE
THE RESTORATION PHASE

Incident management system is envisaged to be implemented as part of ITM which shall

facilitate communication of activities internally to enterprise and externally as well. IMS shall

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act as a single point of communication exchange for all activities related to incident
management.

18.1. Call Centre Management

Service provider shall be required to implement a call management system which shall
enable people to communicate internally and externally. Call centre system shall act as a
communication carrier mechanism and shall help different stakeholders within the system
to respond to desired activities in a pre-determined systematic manner for resolution. This
system shall include call management system including PC’s, Call handling equipment and
EPABX. Please also refer to point no: 26.
19. Central Control System (CCS)
19.1. Functional Requirements
The Central Control System shall generate the necessary management reports from all
transaction information received from the AFCS field equipment.
The CCS shall manage, update, hold and upload Configuration data (SC parameters and fare
table information) to all field AFCS equipment.
The CCS shall automatically collate all transaction data; authenticate security features of
transaction data from the AFCS to provide secure and accurate audit and traffic statistics for
the Buses / Routes of the depot.
There shall be a data link between the Card Initialization and Personalization Devices and the
CCS such that the CCS shall control all operations performed by these centrally located
devices. The CCS shall allocate encoding and validity dates and other information required
for the encoding of fixed data on SC and shall monitor and record all operations performed
by the devices.
The Central Control System shall provide integrated console management for vehicle
tracking and alerts management
The system should be able to provide Decision Support System to the control centre
managers to dynamically manage despatch and scheduling system
19.2. Revenue Collection integrity
PMPML shall conduct a thorough sanity check on the final released/ deployed ITSM platform
to ascertain revenue collection integrity. The service provider shall be required to go
through an authorized change management or upgrade request in order to change any
parameters on the system. The service provider shall also provide a day end reconciliation
reporting application to PMPML which shall have access rights only to PMPML authorized
persons only. The modification to this system shall be allowed only through authorized
process. The service provider shall also provide log to ticketing activities as is generated by
the fare collection devices directly to the PMPML audit system so as to allow PMPML to
independently review revenue integrity.

19.3. System Description

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The Central Control System shall collect data in from each AFC system at Bus station/ Buses /
Bus Terminals and process the data to provide overall audit, statistical and operational
information by start of next day.
The Central Control System shall poll download only for certain required data in real time
(due to any band width limitations in GPRS) from all the equipment through an online server
to enable on line reports and information like Vehicle Tracking, black listing and faults.
The service provider shall consult with the PMPML on proposals for the type and range of
operational, maintenance and financial information to be prepared. The final content and
format of presentation of processed data shall be discussed and finalised with PMPML.
The operator interface to the CCS shall facilitate the preparation of ad hoc reports and shall
permit both scheduled and ad hoc reports to be produced with data corresponding to user
selectable short time periods within an operating day.
The service provider shall provide sufficient number of CCS workstations to facilitate finance,
audit, engineering, operations and maintenance functions.
A hierarchical Access control system shall be incorporated across the system to ensure that
persons can only gain access to the information or facilities that are relevant and authorised
to their specific job.
The CCS shall be capable of connectivity with various suitable communication service
providers providing GPRS / CDMA / fixed line connectivity through leased lines. All
communication networks shall be set up, managed and maintained by the service provider
through appropriate contracting terms with communications service providers.
The CCS shall be protected by appropriate fire walls from external access and outside world
connections.
The data transferred from the field AFCS to the CCS shall include, as minimum, information
such as usage of various equipment, number and cash value of all types of SC issued and
topped up, on bus revenue, STT shift revenue, fault reports and passenger origin and
destination traffic data, SC type and period pass type and time of day.
The CCS shall have facilities to generate, update blacklists for SC and Employee Passes and to
download these lists to the station and on bus equipment. Where the devices are on line
either through wired broadband or mobile wireless data connection, these lists shall be
downloaded immediately.
The CCS shall download configuration data to the AFCS equipment through BTMS/Depot
Management System/Over The air for updating. The information shall include system
parameters, card parameters, device parameters the fare tables, validity times for SC, date
and time synchronisation, sub-system application updates, of SC and employee
identification number and password updates.
The CCS shall be able to support SC replacement and refund (online only) applications from
designated full function STT devices and from terminals located in the Administration
Building. If a SC is corrupted, the operator shall input its engraved or printed card
identification number to retrieve the remaining value of the SC, and the recent usage. It shall

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also provide printing functions on the details of any selected SC that is stored in the CCS with
levy of approved fees.
The CCS shall be designed for autonomous operation of the various components of the AFC
system to ensure that a failure in any one component of the AFCS shall not disrupt the
system as a whole.
The CCS shall also provide fallback facilities, in the event of prolonged communication failure
with the AFC systems. Such facilities may include updating on bus equipment via
communication channels set up at Bus terminals and other means for Bus station
equipment.
Depot configuration data files on the CCS shall be copied onto a backup media and hand
carried to the Depots for Bus AFCS devices, if necessary.
The service provider shall set up a Disaster Recovery System. A different physical site shall be
provided by PMPML to the service provider to set up and manage the Data Recovery
System.
The system provider shall create a visual tracking space on the wall using LCD/Plasma
displays of appropriate sizes to enable control centre staff to monitor different tracking
activities. This shall include and not limited to vehicle tracking console, Alerts console,
Violations Console, Trip summary Controls etc.
The central control centre operators should be provided with dual screen option to perform
analysis and event tracking in a way that data collaboration can be done.
The system should additionally provide ad-hoc query based interface for the analysts to
perform complex analysis. The system should provide functions to create new analysis /
reports based on the user needs and same shall become part of the user report bin.

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General Software Architecture for PMPML

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Typical View for Software Components and Interfaces

19.4. CCS Communication Links:

The Service provider shall provide a reliable method of verifying the integrity of the data and
programme files sent from the CCS to the AFCS and the correct reception of data uploads
received from the AFCS at the CCS.
19.5. CCS hardware and software
The proposed set up should be capable to cater to meet the needs of a Real time Transit
system involving more than 400 buses, 500 STT’s, 1000 access gates and 1,000,000
transactions per day. Additionally, the system should be capable of expanding and scaling
with additional deployment of hardware and necessary amendments to software for
operations of 3 to 5 times the sizing stated above.
The vendor is expected to deploy state of art monitoring screen systems for monitoring
various activities like vehicles, exceptions, late & early buses, etc on a video wall kind of
setting.
19.6. Software:
The software deployed shall include a package consisting of computer operating system
software, diagnostic, testing, development and support software and AFCS application
software, including software to manage and safeguard security keys for SC and software for
the generation and modification of report contents and presentation.

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Security features shall be incorporated to prevent tampering with any data, programs, or
other facilities of the CCS.
The service provider shall provide an inventory / asset management and tracking tools for
the management of all devices supplied.
All computer software documentation for the CCS including workstations shall be provided
by the service provider. Necessary technical information, concerning hardware, software
and firmware including system architecture, shall be provided to PMPML by the service
provider upon full deployment of the system.
Scope of software includes full functional AFCS,CCH, AVLS, PIS etc as mentioned in RFP
Document. The service provider shall provide asset / inventory management system
managed through RFID based tagging process. All equipments which form part of hardware
supply other than smartcard shall have RFID tags attached to them.
19.6.1. Configuration Data Management
Configuration data (CD) is the information transmitted from CCS to each Bus AFCS which as a
minimum package shall contain
1. Equipment Operations parameters,
2. Fare table, SC configuration parameters (Add Value etc.,)
3. Black list
4. Application updates
The CCS shall be capable of checking and handling exception, missing, duplicate, delayed and
fabricated data. The system shall be able to track the continuity of all types of data of system
devices in case the above problems occur.
The CD Parameters shall have an effective date and time which may be any time in the
future such that they are applied with immediate effect. If the effective date and time is set
in the future, these parameters shall take effect on the specified date and time without
further operator intervention. All the devices in the AFCS shall be able to handle at least one
version of future CD parameters. However, there shall only be one current CD parameter list
in the system and the system shall ensure that only one version of parameters takes effect in
the system at any one time. Once a version of the CD parameters is deployed, it shall be
locked to prevent any modification.
The system shall allow only authorized staff to maintain parameters. A facility shall be
provided as part of the CCS whereby the operational parameters can be modified and once
verified and AUTHORISED can be transmitted to the AFC Systems for implementation at a
date and time to be specified. It shall be possible to use back-up media to allow for change
in operational parameters to be implemented in the event that the communication links are
down.
Parameters shall be grouped in files according to the different levels of validation required
such that, for example, device over ride parameters can be sent separately from fare tables
and without the same level of validation. The system shall allow CD parameters to be highly
directive to the level of individual devices by the device ID and IP address

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The CD parameters shall be communication media independent, Shall be able to be sent via
depot WAN / WiFi or via GPRS connections so that items like blacklist / action list can be sent
immediately.
The Configuration database shall be provided with a reporting tool to produce reports of
various parameters and groups of parameters set on the system, sub-systems and devices
19.7. Data Storage
The design of the database system shall be arranged to keep track of all valid SC in
circulation. This information shall aid in reporting any abnormal usage of stored value or
trips and in providing refunds for corrupted SC.
The database system shall satisfy the following requirements:
Full-function RDBMS to Support complicated data structure will be deployed, multi-user,
multiprocessing, large capacity operation, Offer data integration, data recovery and security,
Support parallel processing, Provide disk mirroring functions , Authority control shall be
independent of that of the operating system and Offer multilevel security management of
database.
Data storage capacity shall be sufficient to maintain six months transaction data available on
line for ad hoc report generation and other investigations. The volume of data to be
calculated for this requirement shall assume 1,000,000 transactions per day. The database
shall be easily expandable to handle another 1 million transactions a day minimum.
To maximise the utilization of the disk space of the system, system data shall undergo a
regular housekeeping process. Housekeeping shall cover the files created by the CCS and the
files relative to each subsystem. Any outdated or invalid files shall be archived. Duplicated
records in the database and records where only the latest data need to be retained shall be
merged and archived.
The system shall be able to backup and recover data according to different modes and
periods of backup required based on their criticality and data volume. The system shall have
the functionality to backup and recover all key data (usage data, system data) and files.
19.8. CCS Security
The Central Control System shall implement security systems to manage equipment
authentication and administer the control over authority given to administrators of the
operating system and others. It shall also manage the operating authority of SC devices at
Depots.
A stand alone, highly protected, access control system shall control access to every part of
the system to the authorised personnel
Card security shall take the form of CST keys downloaded to the AFC devices in the form of a
Software Security Module.

19.9. Clock Management

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The Central Control System shall obtain the standard date and time and synchronize its clock
automatically from PMPML or its designated master clock system. The CCS shall synchronize
its clock at least once every 15 minutes. If the clock is not synchronous to the standard time,
the correction shall be completed in one second.
The clock information shall be downloaded to all AFC equipments and all SC devices. When
the clock time of an AFC component or SC device is different to the downloaded clock time,
the device’s clock shall be corrected automatically to the downloaded clock time. The
correction shall not happen with the trip of a bus to avoid incomplete transactions due to
time variation.
When the hosts or the SC devices of the system are restarted, they shall be able to
download or receive the clock data and synchronize their own clock automatically.
19.10. Reports
The system as a minimum shall be delivered with capability to generate following reports, a
comprehensive list of reports further than the mentioned below shall be finalized at the
time of requirement finalization stage:
a. Conductor / Driver Login reports for Day, week, month
b. Non Compliance issues of different driver / conductors for the shift
c. Trip summary.
d. Bus Equipment Fault Summary
e. Hourly Bus Usage Summary
f. Total Commuters and revenue per Route, per Bus, per shift
g. Revenues collected on same bus, same route, same trips by different Conductors
h. ROI route wise, trip wise, shift wise
i. Passengers boarding bus at a Bus stop – Time of day
j. Daily pass usage and its ROI for the passes validated
k. Student pass usage and the Cost of the subsidy that has to be refunded by
Government- daily, weekly, monthly, yearly.
l. Origin – Destination
m. SC Bus Usage By Route Number
n. Test Card Usage by route Number
o. PMPML employees usage of services
p. Bus Service Disruption
q. En-route Ticket Inspector Summary
r. Boarding and Alighting Service
s. Boarding and Alighting statistics
t. Passenger KMS analysis per trip configurable by the user
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u. Bus Rides and Revenue Statistics By Fare Code

v. Bus Equipment Transactions
w. Bus Faults Per Transactions Processed By Device
x. Cash Revenues as per PMPML MIS
y. SCs not used for the week , Month
z. Bus Equipment Fault Summary
aa. Half-Hourly Bus Usage Summary
bb. Total Patronage
cc. Bus Patronage And Revenue Statistics By Service Number
dd. Bus Service Revenue And Passenger Statistics Summary
ee. Boarding Ride Bus Stop
ff. Summary Of Bus Passengers Boarding By Service Number
gg. System, Depot, Devices, STT CD parameters set current and pending future CD sets
hh. Transfer Statistics
The above state reports are only indicative, actual list could be exhaustive based on
PMPML’s requirements.
The Service provider shall provide PMPML a GRAPHICAL DASHBOARD to have visual view
of all / some key reports/ parameters enabling quick decision making.
19.11. Business Intelligence Platform for Reporting
BI platform shall enable PMPML to build reports from operations data to perform multi-dimensional
analysis enabling to have better insight into parameters and enable PMPML to take business
decisions leading to higher operational efficiency. The BI tool hence should offer following:

Requirement
S. No. Feature (Essential OR
Desired)
1 Business Intelligence
The purpose of Pervasive Business Intelligence Layer is to augment the
native BI capabilities of applications hosted on the datacenter. Almost
every business application hosted on data enter will have set of reports to
be used by the business users. It is expected that the level of maturity of
reporting and analytics would vary across applications. Data enter will
1.1 E
provide a pervasive business intelligence layer, which can get linked to
disparate repositories and can extend the analytics capabilities of hosted
applications. This will ensure a single view of business performance matrix
(e.g. Cost view, revenue view, project status view etc.) is given to the
business users to help them make better decisions.

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The BI platform must be a comprehensive and integrated suite of

Analytical Solutions designed to bring greater business insight to broadest
audience of users allowing them to have web based self service access to
relevant and actionable intelligence from relevant data sources (of which
1.2 they have access to). The BI platform should definitely consist of Managed E
Reporting, OLAP Analysis, Ad-hoc querying, Dashboarding, Scorecarding,
Business Activity Monitoring, MS Office Integration as well as Mobile /
Handheld delivery capabilities. All these need to be provided from a single
BI platform and should be available as a web application.
The application catering to the areas of Managed Reporting, OLAP
Analysis, Ad-hoc querying, Dashboarding, Scorecarding and Business
1.3 E
Activity Monitoring needs to be a zero foot print application. Zero foot
print also means no applets.
Ad Hoc Query Capability: BI Platform must provide an analytical Solution
enabling a web based ad-hoc analysis Solution where end user can interact
1.4 E
with logical view of information creating charts, pivot tables, reports,
gauges, dashboards etc
It should have facility to save the queries and edit the same in future to
1.5 E
derive newer queries
It should have facility to create ad hoc queries through use of simple
1.6 E
business terms for querying the data sources
Should allow derived or calculated data like ratios that is not available in
the data source for the purpose of comparison or analysis like Arithmetic
1.7 E
(sum, difference, round up or down, etc.), Percentage (% difference, %
total, etc.), Analytic (Max, Min, average,etc)
It should have facility to create ad hoc queries through use of simple
1.8 E
business terms for querying the data sources
It should have the ability for the business users to create their own charts
1.9 and graphs based on their requirement. It should have the ability to E
convert a tabular report into a chart by passing the relevant parameters.
Business users should have the ability to define their own measures and
calculative fields on the fly and be able to save the new columns that are
1.10 created as a self service feature and should not depend on IT to do it. The E
system should allow the user to save these measures and re-use them in
future.
Business users should have the ability to understand the data lineage, i.e.,
the source of the information that they are currently looking at in the BI
1.11 E
environment. This could either be a technical view in terms of table name,
etc. or a business view.
Business users should be able to add comments, remarks on a report and
1.12 other users should be able to view this comment history so that they know E
the justification / history.
Save and Share Capability: After end user spends time and creates, adds,
1.13 deletes, changes the pivot table views, he/she should be able to save E
these changes and share the updated view with group of users.
Ability to export the data or report to spread sheets including graphics and
1.14 E
to flat file.
Application should support the ability to send a section of a report to a
1.15 particular group of users (i.e. bursting functionality)? Should integrate with E
LDAP automatically.
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1.16 Can this bursting be accomplished for both managed and ad-hoc reports? E
There should be a facility for an end user to select a few of the reports and
1.17 E
mark them as “favorites”
1.18 Ability to export the reports into CSV, pdf, xls, html formats E
Ability to directly send the report for printing on a LAN printer / personal
1.19 E
printer
Dashboard Capability: End users should interact with BI platform using
rich, interactive, role based, easy to understand web based dashboard
1.20 E
providing access to live reports, prompts, charts, tickers, pivot tables and
graphics.
1.21 Should integrate with an existing enterprise portal mechanism E
Should allow end users to create their own dash boards via a simple drag
1.22 E
and drop mechanism
1.23 Should allow the entire dashboard to be printed as a report E
Should have Pre-built dashboards and reports for the Administrator to
1.24 D
manage and monitor the health of the application.
Should integrate with a mapping Solution / have one of its own to show
1.25 geographic activity in terms of a map. Alignment with the Indian Postal D
Codes map is desired.
Should provide dashboard facility with visual features like Metric Dials,
1.26 E
Graphs, etc for display and track of metrics
Multi Channel Report Publishing Capability: BI platform should provide a
scalable reporting server capable of generating richly formatted reports
from multiple sources (SQL server, Oracle, Informix, Sybase, Files,
1.27 E
XML,URL, Sybase SQL Anywhere(JDBC-ODBC bridge compliance
connection)), in multiple formats (word, excel,rtf, pdf and xml) published
on multiple channels ( email, webdav, print, ftp to file server).
Should provide a visual interface driven design environment to allow the
1.28 E
user to define the business metadata layer dimensionally or relationally
Facility to define visually: Dimensions, Levels of hierarchy, Measures,
1.29 E
categorization
Solution shall automatically detect and suggest hierarchical structures in
1.30 E
data sets
Solution shall automatically verify the integrity of data elements that being
1.31 E
considered for modeling
1.32 Map physical data structures to business terms in an easy-to-use interface E
Define consistent business views of the data for relational tables and OLAP
1.33 E
cubes
1.34 Single meta data layer should be used by all the various BI features E
The same modeling Solution should model the business metadata layer
1.35 from both a warehouse that is in a star-schema as well as the transactional E
system relational tables that are not in a star-schema.
Multiple metadata views should be able to be developed and published to
1.36 users.. For example, a single metadata model/file should create multiple E
‘views’ of the metadata for end user consumption
Solution should dynamically make suggestions/recommendations of how
the metadata should be best designed. For example, the Solution should
1.37 E
check the defined join paths to ensure there are no issues such as looped
joins.

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1.38 The metadata Solution should include version control capabilities E

Should be able to connect to most of the OLAP cubes like SQL, MS-SQL,
1.39 E
DB2, Oracle, Hyperion
The drill path should be based on business hierarchies that are not
necessarily organized in the same manner as in the physical
representation in the database. By default, when users drill down, the
1.40 E
system must automatically drill to the next dimension/level in the business
hierarchy. However, users may also select a different drill path to other
hierarchies during analysis.
Alternate drill down paths should be supported. These should be created
1.41 E
at the metadata modeling Solution.
Microsoft Office Integration Capability: Given that most users would use
office documents like word, excel and power point documents in day to
1.42 day operations, the BI platform must provide an ability to embed up-to- E
minute application data in MS office documents while preserving security
policy to access data.
1.43 Allow query and refresh of embed data within native MS applications E
OLAP Analysis Capability: Ability to do ROLAP, MOLAP and HOLAP analysis,
1.44 E
depending on the requirement, needs to be catered to by the Solution.
1.45 Maintain and monitor status of data cubes being built by users E
Provide a checkpoint facility to save the data cube build status and to
1.46 E
revert and restart from checkpoints.
Facility to perform query and analysis on the user defined cubes but not
1.47 E
restricting query and analysis to the data cubes created by application
1.48 Trends across dimensions over time evident in the fact records E
1.49 Drill-down across hierarchy of levels within a target dimension E
1.50 Drill-across dimensions for selected records E
1.51 Slice and Dice of data sets E
1.52 Sorting E
1.53 Filtering E
Should allow different levels of nesting to integrate several rows and
1.54 columns of data. e.g. build analysis by geography and allow to nest E
analysis by entity and time within a geography
Should allow creation of logical grouping of data based on user defined
1.55 E
criteria. e.g. pattern matches, value thresholds
Users must be able to do nesting of dimensions within the same report by
1.56 E
drag-and-drop functionality
Asymmetric analysis and multi-grain analysis of multi-dimensional data
1.57 E
should be supported
Score carding capability: the application needs to have the ability to build
1.58 E
and display scorecards
Application shall provide facility to create and maintain organization
1.59 E
hierarchy with various organization roles defined
Provide metrics and scorecard facility at a team, function and enterprise
1.60 E
level
Provide dashboard facility with visual features like Metric Dials, Graphs,
1.61 E
etc for display and track of metrics
Provide roll-up and roll-down of certain metrics across organization levels
1.62 E
from strategic to operational

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The Solution should allow you to view and edit the cause and effect
1.63 E
relationships for each metric
The Solution should allow users to easily view the history of both targets
1.64 E
and actuals for each metric
The Solution should allow us to create and track actions corresponding to
1.65 E
each metric
The Solution should have integration with the reporting section. A report
1.66 D
should be easily added or linked to / from a metric.
All Analytical Solutions provided in this layer (described as capabilities
above) must share a common service oriented architecture, common data
1.67 access services, common analytical and calculation infrastructure, E
common metadata management service, common symantec business
model, common security model and common administration Solutions
The BI platform must enable the data center to single, consistent logical
view of information across different department specific operational
1.68 E
systems, warehouses and multi dimensional sources. This will ensure that
business user has unified view of all accessible information
The logical view of information defined above must be simple,
understandable, semantically unified logical business model. This means
1.69 that BI platform must provide an ability to map complex physical data E
structures including database tables, derived measures, OLAP cubes etc.
into simple business terms.
The end user should be able to intuitively interact with BI layer using
1.70 multiple delivery channels. This means end users can access relevant E
analysis channels like web based and mobile access.
The BI platform should provide ability to do analysis on both operational
data (OLTP systems) and historical data (Data Warehouse systems).
Specifically for enabling advanced analysis on operational systems hosted
1.71 E
on datacenter, BI platform must provide support for capabilities such as
trickle feed ETL, Business Activity Monitoring, Federated data access
directly from OLTP systems
The BI platform should not only focus on report collection but also provide
ability for insight driven action. This means enabling business users to
1.72 E
navigate quickly to troubleshoot reported issues (root cause drill downs)
and to take action in response to business/functional events.
The BI platform must be hot pluggable in any hosted data source. This
1.73 means that BI layer should be able to work seamlessly with any popular E
data source, business application and security infrastructure
In order to ensure performance of BI platform, It must provide in built
1.74 E
support for parallel SQL execution.
In order or ensure performance of underlying database, the BI platform
must be able to put a MAX cap on no of DB connections in a pool. As soon
1.75 as the Max amount of connections in a pool is reached, BI server should E
queue incoming requests. This ensures that the source database server is
not overloaded.
The BI platform must provide mission critical scalability and performance
1.76 with data source specific optimized request generation, optimized data E
access, intelligent caching and clustering support

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The presentation layer of BI platform must be based on pure web based

1.77 architecture based on HTML, DHTML and JavaScript. There should be NO E
client downloads, no plug-in’s, No ActiveX controls, No Applets.
End users should be able to personalize the structure of their respective
1.78 user interface including defining views, layouts, properties of individual E
charts, tables, and pivot tables.
Solution should be installed in minimum Redhat Linux, Windows 2000,
1.79 E
Windows 2003 server, Windows XP, IBM and HP flavors of Unix
The Solution needs to have ability to authenticate as well as authorize
within the application. Based on the available infrastructure, the
1.80 E
administrator should be able to make a choice between the two for the
whole deployment.
Should have ability to integrate with LDAP / ADS / any other enterprise
1.81 E
authentication mechanism for single sign on
1.82 Should support asynchronous encryption at the login stage D
Internal data and query exchange transfer should be synchronously
1.83 D
encrypted
Internal temporary files created on the server side should also be
1.84 E
encrypted and secure
The Solution should support cube level, table level, row and column level
1.85 E
as well as cell level security
1.86 Reports can be scheduled on basis of time E
Reports can be scheduled on the basis of occurrence of a business event /
1.87 E
business threshold being breached.
Mobile support should be enabled. Should cater to leading technologies
1.88 E
such as Blackberry, Symbian as well as Windows Mobile.

19.12. Dashboard and Reporting Requirement for ITM, PMPML BRTS

The list of reports given below is partial list and is being provided for the sake of understanding from
the perspective of providing you insight into the type of solution required to meet PMPML’s business
process requirement.
List of Daily Reports needed for the service performance monitoring:

Category: Bus Maintenance and Availability

o Bus Availability
How many buses are available in the depot at the beginning of the shift daily?
o Bus Breakdowns
How many buses are in the workshop for repairs, how many buses breakdown during while
in service? When multiple routes are operations, this information will be needed per
individual route as well.

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Bus kilometers between two breakdowns of same bus (individual bus wise)
o Bus Maintenance
Individual Bus report consists of preventive maintenance and all other work done on that
bus with kilometers.
o Schedule Adherence of individual trip of bus
Scheduled adherence report based on published schedule and actual schedule. Ability to
sort the report by the operator by the trip will be useful.
o Operational Issues on Field: Bus bunching, rowdy crowd etc
Incident reports to be generated based on information gathered by the control room on a
daily basis. These reports should have bus number, trip number, operator number, time of
the day, type of incident.

Category: On Time Performance

Definition of On Time Performance will be finalized in consultation with Janmarg. Time Points within
individual routes will be introduced for OTP. For all OTP, need % early, % OT and % late.

o Scheduled KM by trip versus Actual KM by trip and Summary for day

The report will have scheduled kilometers against actual kilometer by trip and by day. When
multiple routes are operational, this information will be needed per individual route as well.
The report should generate missed trips or missed kilometers per individual routes.
o On Time Performance (OTP) for Individual Trip
System and trip on time performance report for individual routes and feeder routes.
o Daily peak, base and evening performance OTP
o Cumulative daily performance OTP
o Weekdays and weekend performance OTP
o Waiting time of bus at the junction and time to clear the junction during off peak, medium
peak and peak hours.
o Speed of a bus between stations
o Speed violation
Category: Station and Passenger Information

o Arrival and departure per station by individual trip

The report should be generated to give arrival and departure information per station for
individual trips. Then for each station, the average dwell time should be calculated and
measured against the total number of boarding if available.
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o Using Smart Card

Origin and destination of a trip and length of trip
Boarding and alighting information by individual stations by direction of route

No of trips per day and per month

No of trips per day and per month of individual smart card user

Per station Revenue

Per Bus Revenue

Ticket Consolidation report

Settlement report

Transit Performance Measures

Service Offered / Utilization

1 Average Daily Ridership Total no. of passengers travelled in a month /
No. of days

2 Total Monthly Ridership Total no. of passengers travelled in a month

3 Average Trip Length Total of (Passenger * Kms travelled) in a day /

Total passengers travelled in a day
Week day
Week End
4 Vehicles operated in Maximum Service / day Total no. of buses operated during peak hours

5 Vehicle utilization / day Total kms travelled by a bus in a day

Economics
6 Passenger / revenue km Total passengers travelled in a bus / total
revenue kms of buses in a month

7 Fares / revenue km Total fare collection in a month / total revenue

kms of buses in a month

8 Vehicle Operating expenses / revenue km As per contract

9 Operating Ratio cost per bus / earning per bus

10 Staff / bus ratio

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Availability
11 Service Coverage As per the corridor in operation
Frequency of buses
During Peak
12
Medium Peak
During off peak
13 Hours of Service No. of operational hours of BRTS
14 Average Waiting Time for users
Convenience
Passengers / trip Total no. of passengers in a day / total no. of
trips of buses in a day
15 During peak hours
During off peak hours
16 Dwell Time Avg. dwell time of buses at bus stops
17 Load factor (passenger-km / capacity-km) * 100
18 Reliability Inverse of (Breakdown/million KM)

On Street Parking facilities near stops

19 Vehicular
NMT
% of network covered

Total length of pedestrian pathway / total length

Pedestrian
20 of BRTS corridor

Total length of NMT corridor / total length of

NMT
BRTS corridor

Safety Inverse of (accidents/million KM)

Fatality rate / Km Total fatalities / total length of BRTS corridor

21

Total no. of fatalities of pedestrian and NMT /

Fatality rate for pedestrian & NMT
total fatalities on road

Waiting time of pedestrians at intersections to

22 Signalized intersection delay for pedestrians
reach BRTS bus stop

Vehicular Capacity
23 Bus Capacity Designed capacity of bus

24 Bus lane Capacity Passengers in peak hour peak direction

25 Volume–to–capacity ratio
Speed / Delay

Average travel speed of BRTS bus during peak

26 Average Travel Speed of BRTS
hours

27 Average Travel Speed of personal vehicles

28 Signalized intersection delay of BRTS

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19.13. Data centre

The data centre shall be secured access control and operated by authorised personnel only.
The data centre shall have adequate band width and established DMZ for WEB casting
The data centre shall be capable of handling a minimum of 500 transaction packets per
second
The data centre shall have fault tolerant UPS system powering all the equipments. (The
service provider has to recommend if any changes are required).
The data centre shall have back up power from a diesel generator set and same shall be
provided by PMPML.
The data centre shall be protected from fire hazards by suitable fire extinguisher system.
The data centre servers shall work on reliable / stable / multi tasking operating systems
The data centre shall have reliable communication, processing and web hosting software
packages for the transit management application
Secure data centre facility shall be provided by PMPML and Service provider shall be
required to carry out all ITS related installation.
20. Financial Management System

The Financial Management system shall be standard corporate financial management

system including P/L and Balance sheet management. The section below describes in detail
the requirements of FMS.
20.1. Central Accounting System
The central Accounting system shall consist of following sub-systems/ modules.
• Payments Accounting Module/Sub-system (Treasury section)
• Receipts Accounting Module/Sub-System (Treasury section)
• Daily Receipts and payments
• Cross Verification (Daily Sheets) (Accounting Section).
• Bank Reconciliation.
• Investment Module.
• Liability module.
• Suspense (Advances) Module.
20.2. Receipts Accounting Module (RAM)
The receipt of funds shall be a centralized/de-centralized activity in PMPML and shall be
managed by central financial management system. The receipts from the transportation and
allied activities of PMPML shall be managed in the central accounting system. The RAM shall
cover the following major activities:
• Receipt of Funds (Treasury Section)
• Posting in Daily Sheets
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• Consolidation into Classified Registers

• Cross Check with Collection Centres and Treasury Section
• Trial Balance (monthly & annually)
20.3. Payment Accounting Module (PAM)
Payment accounting module shall allow both centralized and de-centralized activity and
hence payments shall be made from the Central Accounts Department as well from the
other operational centres as shall be decided by PMPML. The payees shall be able to put up
their requests by means of credit bill or Performa invoice to the department, which has
placed an order for supplies or for the work or service provided. After due verification of the
supplies received or the work done, the concerned department shall prepare ‘payment-
memo’, debits it to the appropriate budget-head and then the head of that department or
the person who has budget-drawing powers shall signs it. This payment-memo is then sent
to the Central Accounts Department. The PAM shall cover the following major activities: -
• Real-time settlement system including electronic fund transfer
• Payment Memo Approval
• Payment
• Daily-sheet preparation/posting
• Posting in Bills/Budget Ledgers
• Consolidation into Classified Register
• Trial Balance Preparation
20.4. Daily Receipts and Payments Cross-tally
Central accounting system shall provide facility for Item-wise receipts and payment
statements (Daily-Sheets) under RAM and PAM every day. These shall be prepared on the
basis of paid vouchers and receipt challans, while bank- book (Journal) and cash-book
(Journal) shall be written as and when challans are received along with cash or cheques or
voucher is paid in cash or by cheque.
In order to ensure correctness of daily accounts (receipts and payments) the cash and
bankbooks (or main journal) shall be cross-tallied with the sum of the budget item-wise daily
statement. If the gross receipts & payments of the day (as per journals) tallies with the sum
of the daily sheet, the accounts are presumed to be correct.

21. Enterprise Management System & Security Solution

EMS solution consists of the following core modules:

i) Network Fault Management System - Provides fault and performance management of the
network infrastructure that various services operate in. It provides Network Discovery &
Reporting, Fault Analysis, Configuration Management, Advance IP Services Management, Service
Management and Integrations with other modules.
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ii) Integrated Performance Management System - Provides comprehensive end-to-end

performance management across key parts of the IT infrastructure. It allows identifying trends in
performance in order to avert possible service problems and consists of:
a. Network Performance Monitoring - The Network Performance Management consoles
provides a consistent report generation interface from a single central console. This central
console also provides all required network performance reports (including latency, threshold
violations, packet errors, availability, bandwidth utilization etc.) for the network
infrastructure.
b. Integrated Network Traffic Analysis System –provides details of applications, hosts, and
conversations consuming WAN bandwidth to isolate and resolve problems. Traffic
monitoring system is able to track 100% of all flow traffic on the network and identify
malicious behavior with all IP conversations. It uses non-intrusive monitoring to reduce the
impact on the monitored network and improve scalability.
c. Server Performance Monitoring - integrates network performance management systems
and give the unified performance state view in a single console. The performance state of
the entire network and server infrastructure is visible in an integrated console.
d. Database Performance Monitoring - integrates network and server performance
management systems and provides the unified view of the performance state in a single
console. It automates monitoring, data collection and analysis of performance from single
point.

iii) Application Performance Management System

a. Application Transaction Performance Monitoring System - determines if the root cause
of performance issues is inside the monitored application, in connected back-end
systems or at the network layer from a single console view. It proactively monitors
100%of real user transactions; detect failed transactions; gather evidence necessary for
triage and diagnosis of problems that affect user experiences and prevent completion of
critical business processes.
b. End-user Experience Monitoring System - measures the end users' experiences based on
transactions without the need to install agents on user desktops. It detects user
impacting defects and anomalies and reports them in real-time: Slow Response Time,
Low Throughput, Partial Response, Missing component within transaction
iv) Integrated Helpdesk Solution – an ITIL v3 based Helpdesk Management Solution
improves quality and responsiveness of IT support by automating help desk, self-service,
knowledge management and root cause analysis. It provides flexibility of logging,
viewing, updating and closing incident manually via web interface. The helpdesk solution
integrates with EMS event management and support automatic problem registration,
based on predefined policies and supports request management, problem management,
configuration management and change order management.

Management of Infrastructure at Client-side locations

Under the proposed ITS, there will be a number of client-side IT infrastructure components,
(Desktops, Servers, Laptops, Printers etc.) that will need to be managed from various aspects
like asset management, software delivery, patch management, remote control for support
issues etc. Specific management solutions should be provisioned to carry out Asset

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Management, Software Delivery & Remote Control System for Desktops, Servers and
Laptops at client side locations and central data center.

1. Security Management System

With the ever-increasing number of security breaches and the potential of crippling the
entire transport system of a city down with such a kind of a breach, the importance of
security of the entire system cannot be under-mined. While the external threats are warded
off with provisioning of firewalls, anti-virus, Intrusion Detection and Prevention systems and
cordoning off DMZs, the threat from internal users (departmental users and personnel of
the contracted agencies) to the system also need to be recognized and guarded from.

Security Management solution addresses identity risk and compliance by validating user
access, preventing users from gaining conflicting access rights, controlling orphaned
accounts. It improves business efficiency and user productivity by enabling users to be
immediately productive and allowing administrators to focus on business initiatives rather
than mundane, labor-intensive tasks.

The Security Management solution must consist of the following core modules:

i. Host-based Server Access Control – is able to protect critical server infrastructure and
minimize security risks by regulating access to confidential data and mission critical
services. It provides policy-based control of who can access specific systems, what they
can do within them, and when they are allowed access. Specifically, it proactively
secures access to data and applications located on servers throughout the
infrastructure.

ii. Log Record Collection and Management – helps automatically collate logs from the
various infrastructure elements across the system, provides a graphical user
interface/wizard to rules for normalizing custom log sources or modifying existing
integrations, provides automated update mechanism for Content (product integrations
and reports) and monitors the current status and relative health of the logging
infrastructure

iii. Identity & Access Management – provides a central directory of users, their real-world
business information, their accounts, and their access rights across the enterprise
without requiring changes to end-systems, provides centralized administration of user-
ids and passwords and includes out-of-the-box support for third-party technologies -
Authentication, PKI, and smart cards.
2. Service Level Management
The entire BRTS operations would be run in a services model, with several parts of the
operations contracted to various agencies/ vendors (including a number of bus operators
who will run buses on various routes, IT service providers and numerous other vendors).
Service Level Management for each of these service vendors and the associated contracts
with each of them will be a challenge.

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In such a scenario it is necessary to automate, activate and accelerate the management,

monitoring and reporting of Service Level Agreements (SLAs) and service delivery. Provisions
should be made for a Service Level Management (SLM) tool that takes a top-down approach
– starting from business relevant service descriptions and measurement, define service
metrics, establish contractual obligations and performance targets in real-time, take action
based on this performance, and collaboratively report performance to both service provider
and service consumer.

Aspects of Service Level Management Process

Benefits of a Service Level Management Tool:

• Reduce cost and increase productivity surrounding Service Level Management

• Improve customer satisfaction
• Improve governance and reduce risk
• Understand the cost and contractual implications of service level agreements – in real
time – for penalties, credits and ongoing performance.
Detailed Specifications for Enterprise Management System

Enterprise Management Solution should provide end-to-end, comprehensive, modular and

integrated management of IT infrastructure components to maximize the availability of IT services
and SLA performance. The management system needs to aggregate events and performance
information from the domain managers and tie them to service definitions.

The proposed tools should automatically document problems and interruptions for various IT
services offered and integrate with the service level management system for reporting on service
level agreements (SLAs). The proposed solution must be unified and also generate a comprehensive
view of a service with real-time visibility into service status and identify the root cause of various
infrastructure problems as well as prioritize resources based on impact. The proposed EMS solution
must consist of the following core modules:

a. Network Fault Management System

b. Integrated Performance Management System for:
i. Network Performance Monitoring
ii. Integrated Network Traffic Analysis System
iii. Server Performance Monitoring
iv. Database Performance Monitoring
c. Application Performance Management System
i. Application Performance Monitoring System
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ii. End-user Experience Monitoring System

d. Integrated Helpdesk Solution

a. Network Management – which will provide fault and performance management of the network
infrastructure that various services operate in. The proposed Network Fault Management
System will provide the following features:
• The Network Fault Management consoles must provide the topology map view from a single
central console.
• The proposed Network Fault Management console must also provide network asset
inventory reports and SLA reporting for the managed network infrastructure.

Network Discovery and Reporting

• The proposed solution must automatically discover manageable elements connected to the
network and map the connectivity between them.
• The proposed system must support multiple types of discovery including the following:
o IP range discovery – including built-in support for IPv6
o Import data - from pre-formatted files (IPs, ranges, strings or ports)
o Seed router based discovery – Using route tables and SNMP MIBs
o Trap-Based Discovery – whenever new devices are added with capability to exclude
specific devices based on IP addresses / IP Address range
• The proposed fault management system must also utilize IPNetToMedia (ARP) table during
router discovery for quick subnet discovery.
• The proposed fault management system must support exclusion of specific IP addresses or
IP address ranges from trap based discovery.
• The system should provide discovery & inventory of heterogeneous physical network
devices like Layer-2 & Layer-3 switches, Routers and other IP devices and do mapping of LAN
& WAN connectivity with granular visibility up to individual ports level.
• The system must be able to support mapping and modeling of the infrastructure grouped by
network connectivity, physical location of equipment and user groups or departments
• The modeling of network connectivity must be performed using standard or vendor-specific
discovery protocols to ensure speed and accuracy of the network discovery
• The system should support maps grouped by network topology, geographic locations of the
equipments and user group/departments. These should help in understanding physical
Network, virtual Network services and the relationships between them.
• It shall be possible to reduce the set of displayed devices in the topology views by flexible
rules, based on the attribute contents stored with each device.
• The system must provide visualization tools to display network topology and device to
device connectivity. The system must also be able to document connectivity changes that
were discovered since the last update.
• The system must provide a user-configurable event to alarm mapping system that sets a
differentiation that events do not necessarily need an alarm to be generated
• The proposed solution must support Network segmentation by supporting IPSEC / GRE
Tunnels as well MPLS Layer 3 VPNs (e.g. VRF) & VLANS.
• The proposed solution must provide a firmware exception report that identifies devices
within a group with a user-specified firmware level.
• The proposed solution must provide a detailed asset report, organized by vendor name and
device, listing all ports for all devices. When a report is run the administrator must have an
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option of specifying the number of consecutive days the port must be “unused” in order for
it to be considered “available”.
• The proposed solution must provide sufficient reports that identify unused ports in the
managed network infrastructure that can be reclaimed and reallocated. The proposed
management system must also intelligently determine which ports are operationally
dormant.
• The proposed solution must poll all the ports to determine if any traffic has passed through
it. If not the port must be marked unused for that day.

Fault Analysis

• The proposed solution should provide out of the box root cause analysis with multiple root
cause algorithms inbuilt for root cause analysis. It should also have a strong event
correlation engine which can correlate the events on the basis of event pairing, event
sequencing etc.
• The system must be able to ‘filter-out’ symptom alarms and deduce the root cause of failure
in the network automatically
• The system should support creating and monitoring of rising or falling thresholds with
respect to basic key performance indicators for network, system and application
infrastructures and provide immediate notification when service metrics fall outside the
baselines.
• The proposed system must include the ability to monitor and visualize a virtualized system
infrastructure by discovering and monitoring virtual machines and providing ability to depict
the logical relationships between virtual servers and virtual machines.
• The proposed solution must detect virtual server and virtual machine configuration changes
and automatically update topology
• The proposed system must support enhanced fault isolation to suppress alarms on logical
VMs when physical servers fail
• The proposed solution must have the ability to collect data from the virtual systems without
solely relying on SNMP
• The proposed solution must support a an architecture that can be extended to support
multiple virtualization platforms and technologies

Configuration Management

• The system should be able to clearly identify configuration changes as root cause of network
problems
• The system should support secure device configuration capture and upload and thereby
detect inconsistent “running” and “startup” configurations and alert the administrators.
• The proposed system should be able to administer configuration changes to network
elements by providing toolkits to automate the following administrative tasks of effecting
configuration changes to network elements:
o Capture running configuration
o Capture startup configuration
o Upload configuration
o Write startup configuration
o Upload firmware

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• The proposed fault management solution must able to perform “load & merge”
configuration changes to multiple network devices
• The proposed fault management solution must able to perform real-time or scheduled
capture of device configurations
• The proposed fault management solution must able to store historical device configurations
captured in the database and thereby enable comparison of current device configuration
against a previously captured configuration as well as compare the current configuration
against any user-defined standard baseline configuration policy.
• The proposed fault management solution must also support a self-certification option to
support device configuration load and capture thereby enabling users to “self-certify”
devices not supported.
• The proposed system should be able to monitor compliance & enforce change control
policies within the diverse infrastructure by providing data & tools to run compliance
reports, track & remediate violations, and view history of changes.

Advanced IP Services Management

• The proposed solution should be able to map and manage MPLS – VPNs by automating the
provider connection resolution and monitoring the service health with an option to auto-
provision service assurance tests to proactively calculate the availability of remote sites
• The proposed solution should be capable of managing the VPN Service including a complete
Service Discovery of all the Devices and components that support each VPN. The solution
must be able to automatically configure and provision site-to-site VRF Ping tests on each
router that support VPNs to verify the ability to ping each other.
• The proposed solution should be able to support response time agents to perform network
performance tests to help identify network performance bottlenecks.
• The proposed solution should be able to monitor QoS parameters configured to provide
traffic classification and prioritization for reliable VoIP transport. The proposed solution
should discover and model configured QoS classes, policies and behaviors.
• The proposed solution should provide the ability to discover, map & monitor multicast
sources & participating routers wherein the system should be able visualize the distribution
tree in the topology map.

Service Level Management

• The proposed service management system should provide a detailed service dashboard view
indicating the health of each of the departments / offices in the organization and the health
of the services they rely on as well as the SLAs.
• The proposed Service Dashboard should provide a high level view for executives and other
users of the system
• The system should provide an outage summary that gives a high level health indication for
each service as well as the details and root cause of any outage.
• The system must be capable of managing IT resources in terms of the business services they
support, specify and monitor service obligations, and associate users/Departments/
Organizations with the services they rely on and related Service/Operational Level
Agreements.

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• The Users definition facility must support defining person(s) or organization(s) that uses the
business Services or is a party to a service level agreement contract with a service provider
or both. The facility must enable the association of Users with Services and SLAs.
• The Service Level Agreements (SLAs) definition facility must support defining a set of one or
more service Guarantees that specify the Service obligations stipulated in an SLA contract
for a particular time period (weekly, monthly, and so on). Guarantees supported must
include one that monitors service availability (including Mean Time to Repair (MTTR), Mean
Time between Failure (MTBF), and Maximum Outage Time thresholds) and the other that
monitors service transaction response time.
• Root cause analysis of infrastructure alarms must be applied to the managed Business
Services in determining service outages.
• SLA violation alarms must be generated to notify whenever an agreement is violated or is in
danger of being violated.
• The system must provide the capability to designate planned maintenance periods for
services and take into consideration maintenance periods defined at the IT resources level.
In addition the capability to exempt any service outage from impacting an SLA must be
available.
• The system must provide the capability of Advanced Correlation for determining Service
health, performing root cause analysis, and fault isolation. This must include applying
complex Boolean logic on multiple attributes and infrastructure alarms.
• The system must provide a real time business services Dashboard that will allow the viewing
of the current health of required services inclusive of real-time graphical reports.

Deployment Features

• The operations console and associated management system should be deployable in a

separate physical web-server to reduce the load on the primary management server.
• The security must be able to permit or restrict operator access to different areas of
information based on user security rights assigned by the administrator.
• The system needs to support concurrent multi-user access to the management system,
enabling multiple read-write access to different areas of the management domain and
support operator workflows.

Integrations

• The proposed NMS should provide unified workflow between the fault and performance
management systems including bi-directional and context-sensitive report generation.
• The proposed fault management system should integrate with the performance
management system using a synchronized discovery and single sign-on for operators /
administrators between them to enable unified Administration and ease of workflow
• The system must support seamless bi-directional integration to helpdesk or trouble ticketing
system
• The proposed network fault management system should integrate with the helpdesk system
by updating the Asset with CI information to support viewing history or open issues in
helpdesk on the particular managed asset and associate an SLA to the ticket in the helpdesk
• The proposed network fault management system should attach an asset identifier when
submitting a helpdesk ticket. In case the asset is not found in the helpdesk database, it
should be automatically created prior to submitting the ticket.
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b. Performance Management – Provide comprehensive end-to-end performance management

across key parts of the network infrastructure. It should allow identifying trends in performance
in order to avert possible service problems.
• The proposed performance management system shall integrate network, server and
database performance information and alarms in a single console and provide a unified
reporting interface for network components. The current performance state of the entire
network & system infrastructure shall be visible in an integrated console.
• The proposed solution must scale to large networks while supporting a single web interface
for access to reports. The system must support multiple locations and a distributed
deployment for collection and monitoring. Primary instrumentation should exist in the data
center.
o Provide SNMP device management of the network and server infrastructure
o Provide flow-based reporting for network troubleshooting and capacity
management
o Provide Server Performance Monitoring as described
o Provide Database Performance Monitoring
o Provide Application Transaction Deep-Dive Monitoring for Web-Based Business
Applications
o Provide End-User Response Time Monitoring for Browser-Based Applications

Network Performance Management and Performance Reporting System:

• The Network Performance Management consoles must provide a consistent report

generation interface from a single central console.
• This central console will also provide all required network performance reports (including
latency, threshold violations, packet errors, availability, bandwidth utilization etc.) for the
network infrastructure.
• The proposed system shall collect, analyze and summarize management data from
LAN/WAN, MIB-II interfaces and various servers for performance management.
• The proposed system shall identify over-and under-utilized links and assist in maximizing the
utilization of current resources
• The proposed system shall provide Performance of Network devices like CPU, memory &
buffers etc, LAN and WAN interfaces and network segments.
• It shall provide comprehensive health reporting to identify infrastructure in need of
upgrades and immediate attention. Capacity planning reports shall identify network traffic
patterns and areas of high resource utilization, enabling to make informed decisions about
where to upgrade capacity and where to downgrade or eliminate capacity. It should also
support ‘What if’ analysis and reporting to enable understanding the effect of growth on
available network resources.
• The proposed system shall provide easy to read representations of health, utilization,
latency and availability.
• It shall provide Real time network monitoring and Measurement offend-to-end Network
performance & availability to define service levels and further improve upon them.
• The proposed solution should provide the following performance reports out-of-the-box:
• The proposed system must have a report authoring capability built-in which will enable
complete customization flexibility of performance reports for network devices and
monitored servers.
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• The proposed system should provide a real-time performance view for all the managed
systems and networks along with the various threshold violations alarms in them. It should
be possible to drill-down into the performance view to execute context specific reports
• The tool should have the capability to configure different polling speeds for different devices
in the managed infrastructure with capability to poll critical devices using 30 second poll
periods.
• The system must provide the following reports as part of the base performance monitoring
product out-of-the-box to help network operators quickly identify device problems quickly:
o Trend Reports to present a single graph of a single variable (e.g. CPU utilization) for
multiple devices across time. This would help network operators & IT managers plan
or capacity and identify long drawn problems
o Top N Reports to present a list of elements that exceed / fall below a particular
threshold value. This would help network operators to identify elements that share
specific performance characteristics (for example, to identify over utilized elements,
you would run a Top-N report for all elements whose bandwidth utilization exceeds
90% or availability falls below 95%)
o What-If Reports to perform capacity planning by observing the effect of changes in
capacity & demand (for example, the report should indicate what the bandwidth
utilization would be if the demand was double the historical value)
o Executive Summary Report that gives an overall view of a group of elements,
showing volume and other important metrics for the technology being viewed.
o Capacity Planning Report which provides a view of under-and-over-utilized
elements.
o Service Level Reports to analyze & display service level information for an
enterprise, region, department or business process. This report must show the
elements with the worst availability and worst response time-the two leading
metrics used to monitor SLAs.
o Health Reports to analyze trends calculate averages and evaluate the health of the
infrastructure. With this information, operators should be able to determine how
efficiently applications and systems are running, whether critical resources are
available, and what capacity planning initiatives make sense.
• The system must provide capability to measure & generate detailed performance reports for
the following common TCP/IP applications:
o DHCP: Measure the round trip latency required to obtain an IP address.
o DNS: Measure the DNS lookup time including Latency and Packet Loss
o FTP : Measure the time it takes to connect and transfer a file including Latency and
Packet Loss
o ICMP Ping : Measure round trip source to destination including Latency and Packet
Loss
o Latency and Packet Loss for:

POP3

SMTP

TCP

UDP Echo Test
• The proposed system should be able to auto-calculate resource utilization baselines for the
entire managed systems and networks and allow user to set corresponding upper and lower
threshold limits.
• The tool should provide Latency (both one way and round trip times) report for critical
devices and links

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• The proposed system should use intelligent alarm de-duplication and automatic baselining
capability to learn the behavior of the managed infrastructure components over a period of
time.

Flow-based Traffic Analysis System:

• The proposed traffic monitoring system must be able to track 100% of all flow traffic on the
network and identify malicious behavior with all IP conversations
• The proposed system must use non-intrusive monitoring to reduce the impact on the
monitored network and improve scalability.
• The proposed system must provide details of applications, hosts, and conversations
consuming WAN bandwidth to isolate and resolve problems
• The proposed system must provide eight-hour, daily, weekly, monthly, yearly, or
customizable reporting time periods
• The bidder must provide a solution for collecting Flow data from multiple devices
simultaneously across the network. The solution must provide the following Flow-based
metrics:
o Rate
o Utilization
o Byte Count
o Flow Count
o IP hosts with automatic DNS resolution
o IP conversation pairs with automatic DNS resolution
o Router/interface with automatic SNMP name resolution
o Protocol breakdown by host, link, ToS or conversation.
o Utilization by bit pattern matching of the TCP ToS field.
o AS number
o BGP next hop address
o IPv6 addresses
• The proposed solution must be able to monitor and report on a minimum of 15000 unique
protocols per day and display utilization data for each protocol individually. This capability
must be available for each monitored interface uniquely.
• The proposed solution must keep and report on a minimum 25000 unique hosts and
conversations per day for each monitored interface.
• The proposed solution must keep historical rate and protocol data for a minimum of 12
months (most recent) in its current long term operating database. All data in that database
must have a maximum 15 minute window granularity.
• The proposed solution must keep historical rate and protocol data for a minimum of 30 days
(most recent) in its short term operating database. All data in that database must have a
maximum 1 minute window granularity.
• The system must support the ability to specify which hosts, conversations, IP ports, custom
ToS matches and interfaces are included or excluded from the web based report.
• The system must support the ability to create reports that allow the user to search all IP
traffic over a specified historical period, for a variety of conditions. The system must have
the ability to search all IP traffic without loss or exclusion of any traffic. The system must
support search within this period for the following at a minimum;
o Search for any traffic using a specific configurable destination port, or port range.
o Search for any traffic using a specific autonomous system (AS) number.
o Search for any traffic using a specific IP subnet mask.
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o Search for any traffic using a specific IP ToS bit.

o Search for any clients or servers communicating with more than a specific number of
other unique clients or servers.
o Search for any clients or servers that are experiencing more than a specified number
of TCP resets per hour within a specified reporting period.
o Search for any IPv4 or IPv6 conversation across the entire network.
o Search for any protocol in use by a specific host, interface or list of hosts or
interfaces.
• The proposed system must be capable of automatically detecting anomalous behavior such
as virus attacks or unauthorized application behavior. The system should analyze all Flow
traffic and alert via SNMP trap and syslog of any suspicious activity on the network.
• Flow collection systems must support a minimum of 5 million flows per minute and be
capable of storing gathered information in a common database where all long term
reporting information is held.
• The proposed system must spot potential bottlenecks with color-coded indicators for
interfaces that breach defined thresholds and durations

Server Performance Monitoring:

• The proposed server performance management system shall integrate network performance
management systems and provide the unified performance state view in a single console.
The current performance state of the entire network and server infrastructure shall be
visible in an integrated console.
• The proposed tool must provide lightweight server agents to ensure availability and
performance for target server nodes and deliver scalable, real-time management of critical
systems.
• The proposed tool should be able to monitor various operating system parameters such as
processors, memory, files, processes, file systems, etc. where applicable, using agents on the
servers to be monitored.
• It should be possible to configure the operating system monitoring agents to monitor based
on user-defined thresholds for warning/critical states and escalate events to event console
of enterprise management system.
• The proposed tool should integrate with network performance management system and
support operating system monitoring for various platforms including Windows, UNIX and
Linux.
• It should also be able to monitor various operating system parameters depending on the
operating system being monitored yet offer a similar interface for viewing the agents and
setting thresholds.
• The proposed tool should be able to gather information about resources over a period of
time and provide historical performance and usage information through graphical reports,
which will quickly show performance trends.
• The proposed solution should support management following parameters:
o Processors: Each processor in the system should be monitored for CPU utilization. It
should compare Current utilization against user specified warning and critical
thresholds.
o File Systems: Each file system should be monitored for the amount of file system
space used, which should be compared to user-defined warning and critical
thresholds.

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o Log Files: Logs should be monitored to detect faults in the operating system, the
communication subsystem, and in applications. System agents should also analyze
log files residing on the host for specified string patterns.
o System Processes: System agents should provide real-time collection of data from all
system processes. Using this it should help identify whether or not an important
process has stopped unexpectedly. It should provide an ability to automatically
restart Critical processes.
o Memory: System agents should monitor memory utilization and available swap
space and should raise an alarm in event of threshold violation.

Database Performance Monitoring

• The proposed database performance management system shall integrate network and
server performance management systems and provide the unified view of the performance
state in a single console.
• It should be able to automate monitoring, data collection and analysis of performance from
single point.
• It should also provide the ability to set thresholds and send notifications when an event
occurs, enabling database administrators (DBAs) to quickly trace and resolve performance-
related bottlenecks.
• Database performance management solution for Distributed RDBMS must include hundreds
of predefined scans for monitoring various database, operating system and network
resources. This should minimize the need to write and maintain custom scripts. If a special
monitoring situation exists, you can modify an existing script to meet your requirements.
• The event management system must send alerts for an array of server conditions, including
inadequate free space, runaway processes, high CPU utilization and inadequate swap space.
• The database performance management solution must support historical archive store for
performance information in a compressed time-series form. DBAs should be able to drill
down through layers of data to discover the cause of a condition occurring with the
databases, operating system or network. These historical reports must also be usable to
perform trend analysis and capacity planning.
• The database performance management solution must have a console to enable users to
monitor, analyze and take corrective action from a centralized point. It should also include a
platform-independent, browser-based console to monitor performance from remote
locations.

c. Web-Application Performance Monitoring:

Application Performance Monitoring System:

• The proposed solution must determine if the root cause of performance issues is inside the
monitored application, in connected back-end systems or at the network layer from a single
console view
• The proposed solution must proactively monitor 100%of real user transactions; detect failed
transactions; gather evidence necessary for triage and diagnosis of problems that affect user
experiences and prevent completion of critical business processes

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• The proposed solution must provide deeper end-to-end transaction visibility by monitoring
at a transactional level and without deploying any software at end user desktop.
• The proposed solution must provide a single view that shows entire end-to-end real user
transaction and breaks down times spent within the application components, SQL
statements, backend systems and external 3rd party systems.
• The proposed solution must be able to provide root-cause probability graphs for
performance problems showing the most probable root-cause area within application
infrastructure.
• The proposed solution must support any combination of operating platforms that support
JDKs higher than 1.2 or Application Server (or .NET v1.1 and above) with a single
methodology.
• The proposed solution must provide a real-time application topology map to triage and
quickly pinpoint the component causing a performance bottleneck in the end-to-end
transaction flow.
• The proposed solution must gather available performance indicator metrics from all within
real-time production environments and real user transactions 24x7 with minimal overhead
on monitored applications without sampling.
• The proposed solution must provide for easy dynamic instrumentation of application code,
i.e. be able to enhance out of the box monitoring with extra monitoring definitions without
having to restart application or JVM.
• The proposed solution must be able to detect production Memory Leaks from mishandled
Java Collections and Sets and isolate exact component creating leaking Collection or Set (or
.NET Memory Leaks within the CLR).
• The proposed solution must allow monitoring granularity of no more than 15 seconds for all
transactions.
• The proposed solution must provide real-time monitoring of resource utilization like JVM
memory usage, Servlets, EJB pools, DB connection pools and Threads.
• The proposed solution must be able to identify socket and file Input / Output activity from
the application.
• As a means of detecting poorly performing SQL, the solution must be able to proactively
record all SQL calls, and report on the slow performing ones. The SQL measurements must
be made from within the monitored application – not using an external database agent.
• The proposed solution must monitor performance of all stored procedures being executed
from within the Java/.NET application.
• The solution should have provision for automatic transaction discovery, for example by
setting up some bounding parameters to describe transactions like the web site, the
language, and parameters (such as post, query, and cookies).
• The proposed solution must provide ability to monitor performance of applications up to the
method level of execution (Java/.Net method) 24x7 in production environments with
negligible impact on monitored application.
• The proposed solution must be able to report on any application errors occurred while
executing application functionalities and pinpoint exact place of error within transaction call
stack.
• The proposed solution must provide for at least 2 levels of thresholds which can be set on
alerts and provide for actions so that alerts can automatically trigger other processes when
thresholds are breached. The proposed solution must not necessitate any changes to
application source code.
• The proposed solution must proactively identify any thread usage problems within
applications and identify stalled (stuck) threads.

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• The proposed solution should allow SQL statement normalization by aggregating hundreds
of related SQL statements into a single performance metric using regular expressions and
pattern matching.
• The proposed solution must monitor individual web service and performance transaction
debugging for web services. The proposed solution must also monitor web services across
multiple processes (cross JVM tracing)

End-User Experience Management System:

• The proposed solution should measure the end users' experiences based on transactions
without the need to install agents on user desktops.
• The solution should be deployable as an appliance-based system acting as a passive listener
on the network thus inducing zero overhead on the network and application layer.
• The proposed system must be able to detect user impacting defects and anomalies and
reports them in real-time:
o Slow Response Time
o Fast Response time
o Low Throughput
o Partial Response
o Missing component within transaction
• The proposed system must be able to provide the ability to create user groups based on
application criteria or location and link user ids to user names and user groups.
• The proposed system must be able to provide user usage analysis and show how user's
success rate, average time and transaction count has changed over a specific period of time
such as current week versus previous week.
• The proposed system must be able to provide the ability to detect and alert when users
experience HTTP error codes such as 404 errors or errors coming from the web application.
• The proposed system must be able to provide root-cause probability graphs for performance
problems showing the most probable root-cause area within application infrastructure.

d. Helpdesk Management

• The proposed Helpdesk Management System must be ITIL-v3 based and provide support for
various defined ITIL processes
• The proposed helpdesk solution must provide flexibility of logging, viewing, updating and
closing incident manually via web interface.
• The web interface console would also offer power-users tips.
• The proposed helpdesk solution must provide seamless integration to log incident
automatically via system and network management.
• The proposed helpdesk solution must provide classification to differentiate the incident via
multiple levels/tiers of categorization, priority levels, severity levels and impact levels.
• The proposed helpdesk solution must be able to provide flexibility of incident assignment
based on the workload, category, location etc.

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• Each escalation policy must allow easy definition on multiple escalation levels and
notification to different personnel via window GUI/console with no programming.
• The escalation policy would allow flexibility of associating with different criteria like
device/asset/system, category of incident, priority level, organization and contact.
• The proposed helpdesk solution must provide web-based knowledge database to store
useful history incident resolution.
• The proposed helpdesk solution must contain built-in knowledge tools system that can
provide grouping access on different security knowledge articles for different group of users.
• The proposed helpdesk solution must integrate with EMS event management and support
automatic problem registration, based on predefined policies.
• The proposed helpdesk solution must be able to log and escalate user interactions and
requests.
• The proposed helpdesk solution must provide status of registered calls to end-users over
email and through web.
• The proposed helpdesk solution must have an updateable knowledge base for technical
analysis and further help end-users to search solutions for previously solved issues.
• The proposed helpdesk solution must have the ability to track work history of calls to
facilitate troubleshooting.
• The proposed helpdesk solution must support tracking of SLA (service level agreements) for
call requests within the help desk through service types.
• The proposed helpdesk solution must support request management, problem management,
configuration management and change order management.
• The proposed helpdesk solution must be capable of assigning call requests to technical staff
manually as well as automatically based on predefined rules, and should support notification
and escalation over email, web etc.
• The proposed helpdesk solution must have an integrated CMDB for better configuration
management & change management process. The proposed helpdesk solution must have a
top management dashboard for viewing the helpdesk KPI in graph & chart formats.
• The proposed helpdesk solution must support remote management for end-user & allow
analysts to do the desktop sharing for any system located anywhere, just connected to
internet.

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Detailed Specifications for IT Asset Management

• The proposed solution shall provide inventory of hardware and software applications on end-
user desktops including information on processor, memory, operating system, mouse, key board
of desktops etc. through agents installed on them.
• The proposed solution shall also provide the ability to obtain similar information as above
without the agent installed on target workstations (also known as agent-less).
• The proposed solution shall have reporting capabilities; provide predefined reports and the
possibility to create customized reports on data in the inventory database.
• The proposed solution shall provide facility for user defined templates to collect custom
information from users at desktops / workstations.
• The proposed solution shall provide facility to recognize and provide inventory for custom
applications on desktops.
• The proposed solution shall provide facility for queries and automated policies to be set up on
existing data in database and permit scheduling of data collecting engines to pick up the data at
defined intervals.
• The proposed solution shall support UNIX, Linux, Apple OSX apart from Windows environment
for inventory management.
• The proposed solution shall provide file management capabilities for the monitored systems: it
should be able to find out specific files and directories on a workstation based on queries.
• The proposed solution shall allow collection / restoration of configuration files at remote
desktops, using which standardization of configuration can be achieved of all the desktops. e.g.
configuration files / settings related to a particular application which involves changing of
registry parameters and configuration files
• The proposed solution shall display the names of the applications being monitored for usage.
• The proposed solution shall support dynamic grouping for enabling assets to be grouped
dynamically based on some pre-defined criterions. Like a Group can be able to display how many
and which computers have a specific application installed. As and when a new computer get the
new application installed it should dynamically get added to the group. Another Example: If a
hardware upgrade is taking place, two Dynamic Groups can be created; one to reflect the
computers not yet upgraded, the other group, the upgraded computers.
• The proposed solution shall be able to use the query tool to identify specific instances of concern
like policy violation (presence of prohibited applications/games and old versions etc.), inventory
changes (Memory change etc) and accordingly it could perform several actions as reply. These
actions could be:
o Sending an email
o Writing to files, sound an alarm
o Adding the computer to a Group
o Message to scroll on Monitor screen of the administrator

• The proposed solution shall provide the facility to track changes by maintaining history of an
asset. History period shall be configurable.
• The proposed solution shall provide a web-based console.
• The proposed solution shall be able to collect inventory from add/remove program functionality
in Windows environment.
• The proposed solution shall support event policies such that pre-defined actions can be
triggered when key events occur such as software license violations etc.
• The proposed solution shall provide an option to share the database with the proposed service
desk solution such that it can leverage information available in Asset management database.

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• The proposed solution shall provide delivery, installation, and de-installation of software etc.
installed on end-user desktops by software delivery remotely through agents installed on them.
It should allow pre- and post-installation steps to be specified if required & support rollback in
the event of failure in installing software to end-user desktops.
• The proposed solution shall leverage information stored for intelligent software distribution -
e.g. identify systems satisfying certain prerequisites and ensuring delivery of the right software
to the right system. It should also be able to integrate with the asset management solution.
• The proposed solution shall support both push and pull software distribution modes. A
catalog/advertisement option of the existing software delivery packages should be provided for
end-user, if required, and an option regarding which software to pull can be exercised by the
end-user at his will.
• The proposed solution shall facilitate distribution to be scheduled for a single unit, a group of
units, or the whole domain. Software delivery solution should report on what software is
installed where, when it was installed, and by whom. The job status could inform the
administrator about the current status of any distribution.
• The proposed solution shall provide User Control on the software distribution: Users should be
allowed to cancel jobs if they are launched at an inconvenient time. Cancelled jobs should be
reactivated. Forcing packages onto the computer should also be possible.
• The proposed solution shall support software Package Creation using Generic scripts. The
software delivery software should provide a Wizard for auto script builder on Intel platform.
• The proposed solution shall support reinstall after crash for the systems which crashes and
requires the same set of software after it has been serviced. It should identify such machines
and would automatically install the required software.
• The proposed solution shall have the intelligence to install a required set of software for any
computers added in a particular department/group based on the predefined criteria.
• The proposed solution shall ensure that software deliveries run in the background ensuring that
the end user cannot click any buttons or change settings.
• The proposed solution shall support software distribution to Dynamic groups. Administrators
should have the ability to create distribution groups based on relevant criterion. Dynamic
Groups to be built using search arguments presented to an asset and inventory management
solution.
• The proposed solution shall support a wide variety of clients. This includes all desktop systems,
including Windows Server and Desktop operating systems, various flavors of UNIX & Linux. It
shall also provide inventory collection functionality from mobile operating platforms such as
Windows Mobile and Palm OS via Proxy agents.
• The proposed solution shall offer several levels of security for remote control, ranging from
defining users with specific rights to requiring a specific IP address and local confirmation before
a remote session is enabled.
• The proposed solution shall have the ability to perform diverse tasks on multiple remote systems
simultaneously, view a host machine from multiple viewers, transfer control between users and
allow a host machine to initiate a connection to a viewer.
• The proposed solution shall provide users the ability to record a session of remote control for
later playback.
• The proposed solution shall provide chat functionality between remote control viewer and host
as well as a file transfer utility for drag and drop transfer of files between remote control viewer
and host.
• The proposed solution shall allow administrators to centrally manage remote control users’ and
their access rights. In one easy-to-use interface administrators would be able to define

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preferences and capabilities different users or user groups have, as well as defining which
targets they can control. It should restrict users from changing the policies permanently.
• The proposed solution shall support remote reboot functionality
• The proposed solution shall provide the facility to throttle the bandwidth used by the tool while
communicating over the network if required.
• The proposed solution shall provide the facility for encrypting the authentication traffic and
additionally encrypt viewer/host traffic as well.
• The proposed solution shall support centralized policy management.
• The proposed solution shall support centralized access control management for users/groups.
• The proposed solution shall support personalized global address book.
• The proposed solution shall support centralized session management.
• The proposed solution shall provide the facility to lock/unlock remote host to prevent remote
control connections to the host.
• The proposed solution shall provide Windows integrated authentication as well as its own
application based authentication option to choose from for the agent installed.
• The proposed solution shall allow users to connect over the Internet and through proxy servers
without having to re-configure the firewall or the proxy servers. Should support certificates like
X.509v3.
• The proposed solution shall provide a uniform patch management process framework with a
dedicated content research team to manage the central repository of software patch
information.
• The proposed solution shall manage and preserve desktop software configuration, such as user
settings, preferences and data so that it helps in seamless migration or upgrades to new OS such
as Vista/Windows 7 etc.
• The proposed solution shall provide a web access console for a comprehensive view of asset
management information, including: - Computers , Users, Software packages, Software
definitions, Jobs, Policies, Queries
• The proposed solution shall provide support for ITIL release management support and
integration with tools like service desk/helpdesk.
• The proposed solution shall collect and report information such as antivirus signature data and
information on host based intrusion prevention system agents.
• The proposed solution shall allow launching of antivirus/antispyware signature updates at agent
level and should also have capability to start services for product such as HIPS.
• The proposed solution shall support Security Content Automation Protocol (SCAP) for enabling
automated vulnerability management, measurement, and policy compliance of IT systems.
• The proposed solution shall support Open Vulnerability and Assessment Language (OVAL).
• The proposed solution shall support Federal Desktop Core Configuration (FDCC) to help ensure
compliance with regulations and also generate compliance reports.
• The proposed solution shall provide High Level Executives intelligence with regards to existing IT
data, derive governance context and presenting all this information in the most appropriate and
intuitive fashion for key stakeholders to make decisions.
• The proposed solution shall provide Request Management functionality
• The proposed solution shall provide Contract Management, Vendor Management, Financial
Asset Management functionality.
• The proposed solution shall provide Software License Management features.

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Detailed Specifications for Security Management System

Security Management solution should address identity risk and compliance by validating user access,
preventing users from gaining conflicting access rights, controlling orphaned accounts. It should
improve business efficiency and user productivity by enabling users to be immediately productive
and allowing administrators to focus on business initiatives rather than mundane, labor-intensive
tasks. The Identity Lifecycle Management solution should deliver comprehensive capabilities that
include identity compliance, privilege cleanup, user provisioning and role management in an
integrated solution. The proposed Security Management solution must consist of the following core
modules:

Host-based Server Access Control System

The proposed Host-based Server Access Control Solution should be able to protect critical server
infrastructure and minimize security risks by regulating access to confidential data and mission
critical services. The solution should provide policy-based control of who can access specific systems,
what they can do within them, and when they are allowed access. Specifically, it should proactively
secure access to data and applications located on Linux, UNIX and Windows system servers
throughout the infrastructure.

• Host based security solution must allow controlling of access to all system resources
including data files, devices, processes/daemons and audit files.
• The solution should provide fined grained User Control. The proposed solution must allow
controlling actions and access to resources of all users including privileged accounts such as
root / administrator. The solution must track the "real user" even in case of surrogates.
• The solution should provide Rights Delegation. The proposed solution must provide the
ability to designate specific users as Administrators, Auditors, and Password Managers etc
with appropriate rights. The proposed solution must also provide the ability to designate
specific users as Subordinate or Group Administrators, to manage users and file permissions
for their Group
• The solution should support cross platform Management. The proposed solution must
support management and policy distribution across various Windows, Linux and UNIX
platforms from a central management console. It must support the deployment of the same
policies across multiple servers ensuring consistency of security policies across machines in
the enterprise.
• The solution must provide capability to allow access to sensitive resources only through
approved programs.
• The solution should provide Process Controls - Administrator must be able to control the
circumstances, under which authorized users may terminate sensitive processes (daemons),
including time and day, where from, etc
• The solution must provide Stack Overflow Protection (STOP) – Must be able to prevent stack
overflow exploits on UNIX systems, to ensure that arbitrary commands cannot be executed
in order to break into systems.
• The solution should be able to fully work with Windows Active Directory in both directions,
ensuring any existing deployment of AD infrastructure is not affected.
• The solution must provide support for IPv6 and FIPS140-2
• The solution must provide administrative password checkout function. It should provide
workflow for requesting and checking out a system-generated. The solution should provide

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the functionality to force the user to check the password in once their task is completed, or
PUPM should provide the capability to be configured to automatically check the password in
after a specific time period; and it can be a manually forced check in as well.
• The privilege user password management (PUPM) must provide a fully functional and
customizable workflow that provides common out-of-the-box use cases for PUPM. The
solution must provide a break glass feature. A break glass scenario occurs when a privileged
user needs immediate access to an account that they are not authorized to manage. Break
glass accounts are privileged accounts that are not assigned to the user according to their
role. However, the user can obtain the account password immediately, without approval, if
the need arises. This eliminates the possibility of a delay for an admin to approve the
request. All transactions related to the break glass scenario must securely be logged for
audit purposes.
• The solution should provide a feature to eliminate passwords from scripts. Via PUPM, it
should be possible to replace hard-coded passwords in scripts with privileged account
passwords that are generated by PUPM only when needed.
• The solution should provide a unified web based console which consolidates all aspects of
privileged user management under a single console — host access control and privileged
user management across physical and virtual systems, devices and applications.
• The solution must support a wide range of virtualization platforms including but not limited
to: VMware ESX, Solaris 10 Zones, LDOMs, Microsoft Hyper-v, IBM VIO, AIX LPAR, HP-UX
VPAR, Linux Xen and Mainframe x/VM, providing for more consistent security management
of access control risks across these virtual partitions, in addition to physical platforms.

Identity and Access Management

• Must provide centralized administration of user-ids and password management.

• Must provide a central directory of users, their real-world business information, their
accounts, and their access rights across the enterprise without requiring changes to end-
systems.
• Must have APIs to enable additional user management operations on UNIX, NT over and
above the default operating system account set-up.
• Must have LDAP interface to enable queries/updates by authorized third-party customer
tools.
• Must support enforcement of a centrally-defined security policy, e.g. for access rights,
password lengths
• Role-based Administration. Role Based & Rule Based User Provisioning.
• Should have an embedded work flow which would help in automating routine tedious tasks
like approval processes.
• Must provide advanced Web support, to allow for smooth access and personalization of the
user interface for each user. Once a user has been authenticated to the sign on system,
access to all authorized Web applications and resources must be handled by this system.
• Must include out-of-the-box support for specified relevant third-party technologies -
Authentication, PKI, and smart cards.
• Must provide access to only those applications/resources that the user/customer has
authority to.

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• Must be able to integrate with user administration product.

• Provide capabilities to perform recertification of identities across the Enterprise.
• Should provide capabilities to have Corporate Directory as well as Provisioning Directory.
• Web access management system itself should use 128-bit RC4encryption between its
distributed components.
• Web access management system should support single sign-on across security domains.
• If a user is authenticated at a low level of security (e.g., password), then they should be
forced to re-authenticate when they attempt to access a more sensitive resource (e.g., one
protected by a token card).
• The priority of these authentication methods should be Administrator specified .It should
not be hard-wired into the product, and Administrator should be able to control the priority
of each Authentication method. 1000 levels of priority should be supported.
• Solution should support directory chaining.
• Solution should provide protection from cross-site scripting
• Administrator should be able to integrate dynamic/external data (at run-time) in the
enforcement of my policies via a Web service.
• The solution should provide a seamless universal single sign-on across web and client server
applications. Both client server single sign-on and web single sign-on solutions should
integrate out of the box.
• Administrator should be able to create policies that perform comparative tests on each
user’s directory profile information.
• Solution should support controlled “impersonation” of users allowing certain users to
temporarily use the entitlements of other users without sharing of passwords.
• Solution should provide single sign-on between the main user portal and its affiliates.
• Solution should support SAML (the standard for exchanging authentication and
authorization information between security management systems) without coding, including
both SAML Consumer & SAML Producer modes of operation. .
• SAML Consumer capability should support both one-to-one user mapping as well as many-
to-one user mapping.
• Solution should support full replication of all components.
• Solution should support automatic failover and Failover between clusters
• Solution should support 4 & 8-way SMP servers.
• Solution should do dynamic load balancing across all servers.
• Solution should also load balance across directories.
• Administrator should be bale specify that a certain directory be used for user
authentication, but a different directory be used for user authorization. It should also allow
multiple directories to be configured. For example: Customers can be managed in one
directory, employees in another, partners in another, etc.

Log Record Collection and Management

• The system shall provide a graphical user interface/wizard to rules for normalizing custom
log sources or modifying existing integrations
• The system shall provide automated update mechanism for Content (product integrations
and reports). This process shall occur seamlessly and transparently without any customer
intervention as part of the subscription update process.
• "The system shall support the following methods for log collection :

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o Windows Management Instrumentation (WMI) for remote collection from the

Windows Event Log
o Syslog
o Open Database Connectivity (ODBC)
o Text Log (flat file)
o Open Platform for Security (OPSEC)"
• The system shall provide a mechanism to monitor the current status and relative health of
the logging infrastructure.
• The system shall have the capability to drag and drop building of custom queries & reports
• The system shall be capable of operating at a sustained 3000 EPS per collection device. The
system shall provide the ability to scale to higher event rates by adding multiple collection
devices.
• The system shall have the capability for updates delivered and applied via an update service
provided by the vendor to keep the system up-to-date. This includes the agents and it
should be pushed centrally without having to reinstall the agents.
• The system shall have a secure and preferably embedded log repository to store logs that
does not require separate database expertise to administer and manage.

22. Training Room and Test AFCS

22.1. Scope:
The training and test facility of adequate size shall be developed for training of all staff
related to ITMS operations. Each staff member shall be deployed on the front end or at CCS
centre only after certification by PMPML.
Training manuals and other necessary aids shall be developed to ensure the perpetual need
for training as and when required for PMPML/Operator Personnels.
The training room shall be general training room pertaining to all ITS components and
operational requirements.
23. Cash Handling
23.1. Requirements:
PMPML shall appoint Cash Management Company to collect the cash from respective sales
locations within the system.
This sales information along with all the transaction details for the shift shall be transferred
to the back end where the data is analysed for shift operational reports and cross
verification by PMPML for transactions against cash receipts at consolidator.
The figure below gives the process outline for cash handling and transaction data verification
by PMPML.

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Client /
Passenger

Service Provider
STT/Handheld
records sale

STT Central Computer

Operator/ records transaction
Card Validator
Bus
records entry/exit
Conductor
System generates
consolidated report

Cash Transporter
PMPML

Consistency
Consolidator Check

Cash Detailed cash counting report

counting

Bank
Bank Issues
Deposit Statement

24. Off- Site Sales

The system shall facilitate the issue of SC from other locations, which are not included as
paid services as part of this contract, but are extensions of PMPML operations, which may
include commercial kiosks within the Terminal concourses and outside agencies. Equipment
and procedures for the issue and topping-up of SC from outlets, which are external agencies
to PMPML or the AFSC service provider, shall be proposed for the PMPML’s approval. Such
procedures shall ensure that the movement of SC to external agency locations takes place
prior to the encoding of any value to ensure security of revenue.
25. Human Resource Management
There shall be a Project manager as a representative of the service provider at the time of
implementation followed by an Operations manager, employed as the head of operations by
the service provider, after the start of commercial operations. Project manager shall act as
the single point of contact and shall be responsible for all the deliverables of this agreement.
The operations manager shall be the single point of contact with PMPML after the start of
operations.
25.1. Central Control System
All the manpower required for Central Control System including the hardware maintenance
shall be arranged by the service provider. Required database, SW and report experts shall be

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organised by the service provider. The proposal must include the costs for these operational
personnel. Any shortcomings shall be made good by service provider, and if needed, deploy
additional personnel to ensure satisfactory services.
25.2. Commercial Operations and Maintenance - Bus stations, Bus Terminals, Buses
Resources for Station ticket terminals & Bus Fare Collection, including manning the stations
are to be provided by the service provider. The service provider shall provide cost of such
services on annuity basis, payable monthly. This should be clearly indicated in the financial
proposal. The personnel shall be responsible for the smooth functioning of the STT,
validation equipment and its connectivity to CCS. They shall attend to the problems with
STTs, card validation equipment, PIS equipment, connectivity problems and any other
hardware related at stations and bus terminals. Service provider personnel shall also attend
to any problem with equipment on bus installed by it. Service provider shall place its
personnel on bus to manage fare collection using handheld ticketing unit.
At least second and third line maintenance shall be provided and may take the form of remote
connectivity and help desk.

26. AFCS Disaster Recovery Centre / Business Continuity Plan

Disaster recovery centre shall be implemented to mitigate risk of any outages on account of
Hardware /Software / Connectivity failure. The system shall guarantee up time of 99.9%. In
event of the primary AFCS control centre failure, the system should automatically route the
AFCS field equipments to alternate/DRC site for service continuity. The DRC site shall be
housed at a different geographical location in-order to have business continuity in place. The
site for DRC shall be provided by PMPML in consultation with the shortlisted service
provider. The service provider shall provide reporting access to DRC server to PMPML
authorized officials to cross verify day end reports sent from primary control centre. The
DRC is expected to be on auto pilot mode in normal circumstances and act as a primary
source of reporting need for PMPML.
The ITMS operations shall necessarily be shifted to DRC from primary control centre for a
minimum period of one day in a month to ascertain DRC is always capable of taking over the
operations from primary controllers in event of a failure.
27. Application and System Audit
PMPML shall appoint a third party auditor capable of auditing IT systems envisaged as part
of ITM implementation. The service provider shall be required to provide necessary
information to the third party auditor to facilitate testing and audit of hardware, software
and processes related to ITM.
28. Computerised Call Management System
The service provider shall be required to implement service call management system
capable of logging service request call within the enterprise of PMPML ITM. The system shall
uniquely identify all calls by way of assigning ticket numbers and resolution procedure. This
system shall provide PMPML a computerised log of all incidents logged as part of the ITM

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operations. The system should further provide analytical reports to evaluate problem areas
and escalation system to ensure problems are reported properly and resolved.
28.1. Project Management Personnel

The shortlisted Service Provider shall establish a Project Manager, who shall be highly
responsive to the needs of PMPML as required in these Specifications and subject to PMPML
acceptance. The Project Manager shall coordinate design and engineering activities and
provide a technical liaison to PMPML. This person shall be highly competent and fully
qualified in all aspects of the System. Where support is provided from individuals or groups
outside the project, the support personnel shall be under the control of the Project Manager
during the period of support, and support groups shall be required to provide support as
their highest priority. An organization structure that diffuses responsibility and does not
require that resources be assigned at management request is not responsive to this Contract
and will not be accepted or tolerated by PMPML. To accomplish the above, the Service
Provider shall assign a permanent Project Manager and Senior Technical Staff Member
(STSM), subject to PMPML approval and assure compliance with the project management
requirements of the Specifications and Agreement.
Project Manager
The Project Manager shall be identified to PMPML, within seven (7) days after notice to
proceed.
Authority
The Project Manager shall have the contracting authority to issue and approve purchase
orders and to contractually bind the Service Provider. The Project Manager shall have the
authority to assign and schedule Service Provider to perform all of the Work required by this
Agreement, and act as Service Provider’s representative for dispute resolution.
Responsibility
The Project Manager shall provide a single point of contact for PMPML to resolve all issues
related to this Contract. The Project Manager shall be responsible for directing all Subservice
providers’ designs and work.
Project Understanding
The Project Manager shall have a full and complete understanding of the Contract
Documents and site conditions sufficiently to provide adequate direction for coordination of
work.
Qualifications
The Project Manager shall have at least 10 years experience in design and management of
Transit ITS projects, with at least one completed project assignment for a fleet in excess of
200 vehicles. PMPML shall be the sole determinant of the suitability of the proposed Project
Manager’s qualifications. PMPML reserves the right to have the service provider replace the
Project Manager if qualifications are not met.
Availability to the Project
The Project Manager shall be available to PMPML on a twenty-four hour per day, seven days
per week basis and shall respond promptly to any reasonable PMPML request. Coverage of
this requirement by any alternates shall be subject to approval by PMPML.

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The Project Manager shall be on site during all significant project events, as necessary to
facilitate meetings, project activities, and information flow between the service provider and
PMPML, and as requested by PMPML.
Senior Technical Staff Member
The STSM shall be available to the Project within seven days after LOI issuance.
Responsibility
The STSM shall act as a technical resource for coordinating all system design and
implementation issues. The STSM shall check each technical submittal prior to its being sent
to PMPML for approval. The STSM shall all technology related work to assure quality.
Project Understanding
The STSM shall have a complete understanding of the technical requirements of the
Contract Documents and site conditions sufficiently to provide design direction and to
determine compliance of the service provider’s design submittals and work.
Qualifications
The STSM shall be a Professional Engineer, who qualifies as acceptable to PMPML. The STSM
will have a minimum of 10 years of experience, including three years or equivalent
experience in coordinating engineering and administrative support activities for ITS. PMPML
shall be the sole determinant of the suitability of the proposed STSM’s qualifications.
PMPML reserves the right to have the service provider replace the STSM if these
qualifications are not met.
Availability to the Project
The STSM shall be on site during all significant project events, as necessary to facilitate
meetings, project activities, and information flow between the service provider and PMPML,
and as requested by PMPML. In no case shall it be considered acceptable for the STSM to be
on site less than ten (10) days per month. Coverage of this requirement by any alternates
shall be subject to approval by PMPML.

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29. Project Financials

The financial calculations for the PCMC BRTS project have been divided into three major categories
as following:

1. Hardware

2. Software

3. Operations & Maintenance

ITMS PCMC BRT COST ESTIMATE – Hardware

Sr.No Items No of Rate per Unit Total Amount

Units (Rs.) (Rs)

1 Smart Cards (includes printing on both

sides) 100000 22 2200000
2 Bus Driver Console – GPS (as per
Technical Specifications of RFP
document)
150 130000 19500000
3 Single Journey RFID Token 100000 14 1400000
4 PIS Display – Bus (3 Displays per bus) 150 110000 16500000
5 Station card validator for access barriers 360
to be installed on flap barrier/turnstiles 45000 16200000
6 Station Ticket Terminal (POS) with Cash 180
Till (STT) 65000 11700000
7 Bulk Initialization Machine 2 200000 200000
8 Card Personalization Device 2 125000 125000
9 Station Server 90 75000 6750000
10 Station PIS Display Unit (as per technical
specifications of RFP document) 180 50000 9000000
11 Communication Unit for Bus Stations for
AFCS and PIS etc 90 50000 4500000
12 Control Centre Hardware including video
wall, servers, lan/wan equipments etc (
Please provide detailed bill of quantities)
1 27500000 13750000
13 Handheld terminals for Ticket Inspection 10 50000 500000
14 Printer at station 180 15000 2700000
15 Flape Gates 360 160000 57600000
16 Terminal Hardware 2 300000 600000
17 Call Centre Hardware includes, 10
Desktop PC with call handling equipment 1 500000 500000

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18 EPABX for Call centre with at-least

capacity of 50 Lines scalable to 300 1 250000 250000
19 60” LCD Display for Control centre 9 200000 900000
20 Station UPS 90 35000 3150000
21 RFID Handheld reader
3 10,000 30000
21 RFID Tags 1500 5 7500
Total for Hardware A 168062500

Note: Some of the costs are shared (50:50) between PMC and PCMC and the implementation shall
be done by PMPML. The Line items take for this consideration are 7,8,12,17 and 19.

ITMS PCMC BRT COST ESTIMATE - Software

Sr. Items No. of Rate per Unit Total Amount

No. Units
1 AFCS Software 1 4500000 4500000
2 AVLS Software 1 12500000 12500000
3 Financial Management System 1 2000000 2000000
4 Terminal Management System 1 5000000 5000000
5 PIS Management System 1 10000000 10000000
6 Vehicle Scheduling & Dispatch System 1 0 0
7 Control Centre Hardware including video 1 1400000 1400000
wall, servers, lan/wan equipments etc (
Please provide detailed bill of quantities)

8 Handheld terminals for Ticket Inspection- 1 200000 200000

software component
9 Station card validator for access barriers 1 0 0
to be installed on flap barrier/turnstiles –
Software Component

10 Station Ticket Terminal (POS) with Cash 1 50000 50000

Till- Software Component
11 Bulk Initialization Machine - Software 1 150000 150000
Component
12 Card Personalization Device- Software 1 150000 150000
Component
13 Station Server- Software Component 1 0 0
14 Web Portal 1 4500000 4500000
15 Incident Management System 1 1750000 1750000
16 Enterprise Management System and 1 3000000 3000000
Business Intelligence Software
Total for software 45200000
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Total Cost of Software = 45200000/2= 22600000

Sr. Items Frequency No of Rate Year 1 Year 2 Year 3 Year 4 Year 5 Year 6
No. Months Per
Month
(Rs.)
1 Annuity based Per Month 60 300000 0
operation and for
Maintenance of providing
all Hardware . – the entire
Provide detailed services
break up of each
hardware
component from
the 2nd year of
operation 3600000 3600000 3600000 3600000 3600000
2 Annuity based Per Month 60 200000 0
operation and for
Maintenance of providing
all Software the entire
components – services
Provide detailed
break up of each
Software
component from
the 2nd year of
operation. 2400000 2400000 2400000 2400000 2400000
3 Annuity based Per Month 72 36000 38880000 38880000 38880000 38880000 38880000 38880000
Manpower cost for
for Bus Station providing
the entire
services
4 Annuity based Per Month 72 800000 4800000
Manpower cost for
for Central providing
Control Center the entire
.Provide services
complete details
of all the
personnel
deployed with
qualification. 4800000 4800000 4800000 4800000 4800000
5 Central Per Month 72 200000 2400000
Communication for
network providing
including Buses, the entire
Bus Stations, services
Control Centre
and Disaster
Recovery Centre 2400000 2400000 2400000 2400000 2400000
Total annuity
amount
exclusive of
Service Tax
46080000
52080000 52080000 52080000 52080000 52080000

Note:
Note: Some of the costs are shared (50:50) between PMC and PCMC and the implementation shall
be done by PMPML. The Line items take for this consideration are 3.

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Summary of Project Cost Estimates for PCMC BRTS ITMS

(Excluding O&M Cost)
Amount in Rs.

Project Component Cost of DPR Components (Rs. Lakhs)

ITM System Hardware 1680.62

ITM System Software 226.00

Contingencies (3%) 57.20

Administrative Charges
9.53
(0.5%)
1973.35
Total

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