ISSN 1055- 1425
January 2009
This work was performed as part of the California PATH Program of the
University of California, in cooperation with the State of California Business,
Transportation, and Housing Agency, Department of Transportation, and the
United States Department of Transportation, Federal Highway Administration.
The contents of this report reflect the views of the authors who are responsible
for the facts and the accuracy of the data presented herein. The contents do not
necessarily reflect the official views or policies of the State of California. This
report does not constitute a standard, specification, or regulation.
Final Report for 6403
CALIFORNIA PATH PROGRAM
INSTITUTE OF TRANSPORTATION STUDIES
UNIVERSITY OF CALIFORNIA, BERKELEY
Cal Poly Pomona EDAPTS Test
Deployment Procurement Documentation
Package Version 7.0
UCB- ITS- PRR- 2009- 5
California PATH Research Report
Xudong Jia
Jeff Gerfen
CALIFORNIA PARTNERS FOR ADVANCED TRANSIT AND HIGHWAYS
1
Task Order 6403
Cal Poly Pomona
EDAPTS Test Deployment
Procurement Documentation
Package
Version 7.0
Prepared for
California Partners for Advanced Transit and Highways
California Department of Transportation
Prepared by
Xudong Jia, Ph. D., P. E
California State Polytechnic University, Pomona
And
Jeff Gerfen
California Polytechnic State University, San Luis Obispo
Under PATH Contract TO 6403
June 8, 2008
ABSTRACT
This report documents the Bronco Express EDAPTS System procurement process that follows
the V- Model. The V- model process led the research team to have a clear understanding of
expectations of what the procured system needed to do. It demonstrated a practical procurement
and bidding methodology for small/ medium transit agencies to acquire their own unique
EDAPTS solutions.
The procurement was conducted in two phases: 1) the pre- procurement evaluation and definition
processes and 2) the Request for Proposal ( RFP) process. In the pre- procurement process, the
EDAPTS Operations Guidelines that described the most valued system characteristics through
the use of scored operational scenarios was developed. The guidelines helped the research team
identify the high- priority operational needs and wants that were eventually incorporated in the
RFP document.
The RFP process involved the RFP document development and the selection of a winning
contractor. The RFP document development incorporated findings from the pre- procurement
process. The selection of the winning contractor was a systematic, unbiased process based on the
criteria pre- established in the RFP document.
Keywords: EDAPTS, Procurement Process, System Engineering V- Model, Intelligent
Transportation Systems
EXECUTIVE SUMMARY
In the late 1990’ s, the California Department of Transportation ( Caltrans) and the Federal Transit
Administration ( FTA) embarked on a research program entitled “ Efficient Deployment of
Advanced Public Transportation Systems” ( EDAPTS). The goal was to make lower cost, easily
deployed Intelligent Transportation System ( ITS) solutions more available to the small transit
community.
In 2005, Caltrans and FTA authorized and funded the final EDAPTS research prototype test
deployment at the California State Polytechnic University, Pomona, California ( Cal Poly
Pomona). The Cal Poly Pomona EDAPTS Test Deployment research effort, herein after referred
to as the Test Deployment project, provided a final opportunity to evaluate the EDAPTS
concepts in a research environment prior to it being fully released for commercial exploitation.
The Test Deployment project used the Systems Engineering V- Model ( later referenced as the V-Model)
shown in Figure E- 1 as the basis for procuring an optimized small transit ITS solution.
Figure E- 1 ITS- Based Systems Engineering V- Model
( Source: Systems Engineering for Intelligent Transportation Systems, US DOT, 2007)
This report documents the Bronco Express EDAPTS System procurement process that follows
the V- Model. The V- model process led the research team to have a clear understanding of
expectations of what the procured system needed to do. The procurement was done in two
phases: 1) the pre- procurement evaluation and definition processes and 2) the Request for
Proposal ( RFP) process. In the pre- procurement process, the EDAPTS Operations Guidelines
that described the most valued system characteristics through the use of scored operational
scenarios was developed. The guidelines helped the research team identify the high- priority
operational needs and wants that were eventually incorporated in the RFP document.
The RFP process involved the RFP document development and the selection of a winning
contractor. The RFP document development incorporated findings from the pre- procurement
process. The selection of the winning contractor was a systematic, unbiased process based on the
criteria pre- established in the RFP document.
The Bronco Express RFP was released to the public on February 8, 2008. On March 21, 2008,
the research team and the Bronco Express Advisory Panel had a one- day meeting to review all
accepted proposals. The evaluation process established a winning vendor and a contract was
awarded on April 24, 2008.
In summary, the procurement process for the Bronco Express EDAPTS System used a simplified
version of the Systems Engineering process with the V- model as a framework. It demonstrated
the following findings:
1) Simplified V- model for the EDAPTS Procurement
The System Engineering process, as outlined by the V- model, called for early stakeholder
involvement in a project. The RFP process on the Bronco Express EDAPTS System was
successful largely because of this involvement, thanks to the common shared vision among
stakeholders it facilitated. This systematic approach ensured that the ITS solution, once
acquired, integrated and installed, could be validated using the operational scenarios described in
the Operations Guidelines to establish the baseline measurement parameters.
2) EDAPTS Performance Specifications
The research team decided to purchase a commercial solution for the Bronco Express EDAPTS
System. In order to ensure seamless interfaces among EDAPTS subsystems, the research team
developed a set of Bronco Express EDAPTS Performance Specifications. These performance
specifications were critical to the procurement process and are useful during development of the
EDAPTS System Verification and Validation Plans for future tasks in the Test Deployment
project.
3) Commercially Available Products
Considering the limited resources and ITS experiences available in the Parking and
Transportation Services of Cal Poly Pomona, the Bronco Express research team chose to use a
commercial vendor approach for the Bronco Express EDAPTS System.
Small transit agencies typically have ITS needs and capabilities similar to those of Bronco
Express. Therefore, it seems reasonable that other small transit agencies should consider a
similar approach for deploying their EDAPTS ITS solution, as long as the commercially
available products and systems meet the operational requirements of the agencies.
4) EDAPTS Business Models
Two separate business models were available when the submitted EDAPTS proposals were
reviewed. These two models are:
 The “ ITS Ownership” Model. This is the current traditional business model for
transit ITS projects. The agency acquires and owns the complete ITS system ( hardware
and software). It operates and maintains the system independently, though typically it
uses the technical support services of the supplier of the ITS system. Technical support
service is typically subject to additional, on- going services fees.
 The “ ITS Service” Model. This model is an emerging business model for ITS projects.
It does not require the transit agency to acquire, own and operate the entire ITS system.
The contractor of the ITS system provides the transit agency with core ITS services
through a service agreement. Typically this includes services such as vehicle location
tracking, schedule adherence, expected next bus arrival time, and dissemination services.
However, the transit agency may need to acquire some or all of its own dispatch center
equipment, vehicle on- board systems and perhaps even the Roadside Information Display
signs in order to get all of the desired functionality from the ITS services.
Researchers Note: The “ ITS Service” model proposed for the Bronco Express EDAPTS System
is similar to the business model currently used by United States cell phone carriers. Cell phone
users do not need to know all the detailed technical requirements for procuring cell phones when
they use the phone services, but they do have to buy some equipment and pay an on- going
monthly service fee for a set period.
The research team believed the “ ITS Ownership” model was better suited to large transit
agencies with enhanced financial and technical resources. However, this model seemed less
likely to be applicable to similar small or medium sized transit agencies ( normally with
insufficient financial and technical resources) for installing, operating, and maintaining the ITS
system on their own.
The “ ITS Service” model seemed better able to leverage the centralized technical resources of
the supplier and thus eases the burdens on Bronco Express. Again, based on the Bronco Express
situation, similar small or medium sized transit agencies would not need to own the complete
ITS system, nor would they have to be immersed in the installation, operation, and maintenance
of it. In addition, they do not need to worry about challenging tasks such as maintaining schedule
adherence databases or hiring knowledgeable personnel for system troubleshooting and system
upgrades. The ITS system contractor handles these kinds of tasks. The transit agency’s only
focus is to use the system.
The research team and the proposal review committee selected the “ ITS Service” model over the
“ ITS Ownership” model.
2
TABLE OF CONTENTS
1. Project Overview ...................................................................................................................... 3
2. Systems Engineering V- Model ................................................................................................ 5
3. Bronco Express EDAPTS Pre- Procurement Process ........................................................... 6
4. Bronco Express RFP/ Bidding process .................................................................................. 18
5. Findings ............................................................................................................................... ... 24
6. Conclusions ............................................................................................................................. 27
7. References ............................................................................................................................... 28
8. Appendicies ............................................................................................................................. 29
Appendix A. EDAPTS User Features, Operational Needs, and Performance
Parameters ............................................................................................................ 29
Appendix B. EDAPTS Components and Elements as Defined by the High- Level
Design ................................................................................................................... 29
Appendix C. EDAPTS Request for Proposal No. 07- 014, Cal Poly Pomona, 2007 ................. 29
Appendix D... Conflict of Interest and Confidentiality Statement” Form ................................... 29
Appendix E. Questions to Syncromatics for the Bronco Express EDAPTS System,
2008. ..................................................................................................................... 29
Appendix F. Trip Report of Site Visit at University of California at Riverside, 2008 .............. 29
Appendix G. EDAPTS Contract with Syncromatics, Cal Poly Pomona ................................... 29
3
1. PROJECT OVERVIEW
In the late 1990’ s, the California Department of Transportation ( Caltrans) and the Federal
Transit Administration ( FTA) embarked on a research program entitled “ Efficient
Deployment of Advanced Public Transportation Systems” ( EDAPTS). The goal was to
make lower cost, easily deployed Intelligent Transportation System ( ITS) solutions more
available to the small transit community.
In 2005, Caltrans and FTA authorized and funded the final EDAPTS research prototype test
deployment at the California State Polytechnic University, Pomona, California ( Cal Poly
Pomona). The Cal Poly Pomona EDAPTS Test Deployment research effort, herein after
referred to as the Test Deployment project, provides a final opportunity to evaluate the
EDAPTS concepts in a research environment prior to it being fully released for commercial
exploitation. This updated EDAPTS implementation, herein after referred to as the Bronco
Express EDAPTS System, is currently being designed, installed, operated, and tested on
the Cal Poly Pomona campus bus system. Through this test deployment, the potential for
commercialization of the EDAPTS concept systems is going through its final assessment.
The experience and knowledge gained from this Test Deployment project will assist small
transit properties in California and throughout the U. S. in adopting the EDAPTS concepts
for their ITS procurements.
The research team worked with the Cal Poly Pomona’s Parking and Transportation
Services ( PTS), the Instructional and Information Technology ( I& IT) Division, the
Procurement & Support Services, and the EDAPTS Bronco Express Advisory Panel as this
prototype system went through the procurement process. The procurement was done in two
phases: 1) the pre- procurement evaluation and definition processes and 2) the Request for
Proposal ( RFP) process. The pre- procurement processes are described Section 3, while the
RFP process is provided in Section 4.
The RFP for the Bronco Express EDAPTS System incorporated research findings from the
following prior EDAPTS research projects ( see Gerfen, 2002; Jia et al, 2007; Gerfen et al,
2007):
1) Efficient Deployment of Advanced Public Transportation Systems – Phase 1 and
Phase 2; EDAPTS: A Smart Transit System for Small Transit Agencies
2) EDAPTS Cost/ Benefit Evaluation
3) Development of EDAPTS Performance Specifications ( hereinafter referred to as the
EDAPTS Performance Specifications project.
One of the critical outcomes of the EDAPTS Cost/ Benefit Evaluation research project is
that the original EDAPTS research system currently operated by San Luis Obispo Transit
( SLO Transit) has a calculated benefit- to- cost ( B/ C) ratio greater than one and is
economically viable. This SLO Transit B/ C ratio established an economic foundation for
4
the Bronco Express EDAPTS System and helped justify the Bronco Express RFP
development as a technically feasible, economically sound ITS solution.
The Bronco Express RFP was released to the public on February 8, 2008. On March 21,
2008, the research team and the Bronco Express Advisory Panel had a one- day meeting to
review all accepted proposals. The review was a systematic, unbiased process that
compared all the proposals against pre- established criteria provided in the Bronco Express
RFP. The evaluation process established a winning vendor and a contract was awarded on
April 24, 2008.
This report documents the Bronco Express EDAPTS System procurement process and is
intended to help small/ medium transit agencies when used as a guideline in establishing a
practical procurement and bidding methodology for acquiring their own unique EDAPTS
solutions. The objective is to aid them in selecting the best value vendor( s) for their
system. Furthermore, the report describes the benefits of using the well established Systems
Engineering V- model during the procurement process. And finally, it describes the most
valued lessons the research team learned from the EDAPTS Test Deployment project.
5
2. SYSTEMS ENGINEERING V- MODEL
The Test Deployment project uses the Systems Engineering V- Model ( herein after referred
to as the “ V- model”) shown in Figure 1 as the basis for procuring an optimized small transit
ITS solution. The reasons of choosing the V- model are:
 It is focused on achieving the best possible solution to the problem in the most
efficient manner.
 Using the V- model typically leads to improved stakeholder participation, makes the
system more adaptable and resilient and delivers a system that is more likely to
meet the user’s needs.
 The V- model is already used by many agencies to meet the Federal requirements for
ITS projects and provides a common base of understanding between parties.
 The V- model provides a framework for validation and verification of required
functionality and operational capabilities.
.
Figure 1 ITS- Based Systems Engineering V- Model
( Source: Systems Engineering for Intelligent Transportation Systems, US DOT, 2007)
6
3. BRONCO EXPRESS EDAPTS PRE- PROCUREMENT PROCESS
The pre- procurement processes involved the following detailed steps for the Bronco
Express EDAPTS System:
Step 1: Incorporating the Bronco Express EDAPTS System into the Master Plan of
Cal Poly Pomona
This is equivalent to the step “ Regional Architecture( s)” identified in the V- model.
However, instead of associating the Bronco Express EDAPTS System with a regional ITS
architecture, the University linked the Bronco Express shuttle bus services to its Master
Plan and Capital Improvement Programs ( Cal Poly Pomona, 2000). Enhancing the shuttle
bus services using an ITS solution can improve the operational performance of the shuttle
buses, help the University improve its local transportation circulation services for students,
faculty and staff, and increase rider confidence in the system.
In the pre- procurement process, the research team considered the University Parking and
Transportation Service ( PTS) and its Laidlaw transit service provider ( First Transit, Inc) as
a small public transit agency providing transportation services to the University
community. The PTS considered the Bronco Express EDAPTS System as an ITS service
improvement project to provide real- time location tracking, schedule monitoring, and
arrival time predictions for shuttle bus service.
The research team initially met with the University’s top management and explained the
benefits of using the EDAPTS concept to procure the envisioned ITS solution. This group
then determined how the Test Deployment project could fit within the overall
transportation vision of the University and the Capital Improvements Plan. One positive
result of these discussions was a decision by the University to provide some additional
funds in support of this project.
The research team found that this discussion step was critical to the successful procurement
of the Bronco Express EDAPTS System later on. It helped the University decision- makers
come to consensus around the fundamental project scope decisions that were made. As we
project this step into the public transit environment, similar benefits should be realized
when the University’s Capital Improvement Plan is supplanted by the Regional ITS
Architecture or the general plan of a community or city. Doing this step in that
environment would clearly put the ITS solution in a broader context and raise awareness of
future ITS integration opportunities.
Step 2: Feasibility Study/ Concept Exploration
Once the concept of a Bronco Express EDAPTS System was approved by University
Administration, the research team conducted an exploratory study on possible alternatives
for the system. The focus of the feasibility study was to determine if the Bronco Express
EDAPTS System was an economically viable solution for the University.
7
The exploration process involved site visits to the existing EDAPTS Smart Transit System
at San Luis Obispo Transit ( SLO Transit) and technical reviews of the documentation
related to it. The process helped the research team view the system as an operational ITS
solution and one that could form the foundation for the Bronco Express shuttle bus service
improvement project.
During this period, there were three primary alternatives considered in the EDAPTS
concept exploration process for ITS solutions: 1) the “ No Build” approach, 2) the “ In-house
Build” approach, and 3) the “ Commercial Supplier” approach.
The “ No Build” alternative would have kept the existing Bronco Express shuttle bus
service as it is. For any specific problem or service area, a “ No Build” decision indicates
that no ITS solution is considered or needed. This may be due to lack of an overwhelming
need, lack of an appropriate ITS solution altogether or lack of an affordable ITS solution
within the constraints of the procuring agency.
The “ In- house Build” alternative would have made use of existing or modified EDAPTS
open- source designs or new designs constructed by University personnel to provide the ITS
solution.
The “ Commercial Supplier” alternative would use private side suppliers to provide the
appropriate ITS solution. The solution is procured using the typical Bid and Proposal
approach used by the transit industry today.
The EDAPTS twist in this procurement was to perform a systematic trade- off study of
needs, solutions ( or alternatives), and procurement methodologies that would identify the
lowest lifecycle cost system capable of meeting the most important needs of the agency.
The trade- off study is frequently demonstrated by calculating its benefit- to- cost ( B/ C) ratio.
If the B/ C ratio of the project is greater than one, it is interpreted as an argument supporting
a positive recommendation for the project. Since the research team was doing an
independent benefit- to- cost study for the SLO Transit EDAPTS System and those results
were used to help determine the viability of this project. Our guiding premise was that if
the SLO Transit B/ C ratio were found to be less than one, it would indicate that the
“ EDAPTS concept” was potentially not economically feasible for this project and
additional analysis and information would have to be considered. Conversely, if the ratio
were greater than one, then that would be sufficient to proceed with this research without
additional analysis. Since the results of the SLO Transit investigation showed a ratio of
greater than one, no further analysis was necessary for this research effort to proceed ( see
Jia et al, 2007).
Researchers Note: The research findings from the SLO Transit benefit- to- cost study
provided a strong recommendation for the use of EDAPTS concepts in procuring ITS
technologies. The general small transit business case for using the EDAPTS concepts in
procuring lower- cost ITS solutions is enhanced by these results. ( see Jia et al, 2007).
8
Step 3: Concept of Operations
A clear understanding of user needs was critical to the success of the Bronco Express
EDAPTS System and to the Cal Poly Pomona EDAPTS Test Deployment project. This
step involved 1) establishing an EDAPTS Advisory Panel, 2) identifying problems of the
existing shuttle service and assessing the needs for the Bronco Express EDAPTS System,
and 3) developing the Bronco Express EDAPTS Operations Guidelines.
1) Bronco Express EDAPTS Advisory Panel
The research team established the Bronco Express EDAPTS Advisory Panel with
representation from the University’s Parking and Transportation Services ( PTS),
Instructional and Information Technology ( I& IT) Division and the Procurement Services
Department. Additional representation was provided by Laidlaw, Caltrans, and Federal
Transit Administration ( FTA).
The Advisory Panel consisted of the following stakeholder organizations and
representatives:
Christi Chisler, Associate Vice President, Student Affairs, Cal Poly Pomona
Glenn Shenker, Director of Parking and Transportation Services ( PTS), Cal Poly
Pomona
Judy Tillie, PTS, Cal Poly Pomona
Richard Chili Mou, Information System Specialist, Student Affairs Information and
Technology Services, Cal Poly Pomona
Susan L. Reese, Projects and Services Manager, Instructional and Information
Technology ( I& IT), Cal Poly Pomona
Dianne Williams, Laidlaw, First Transit Inc.
Debra A. Garr, Procurement Department, Cal Poly Pomona
Bruce Chapman, EDAPTS Project Manager, Caltrans
Steven Mortensen, Federal Transit Administration
The research team consisted of the following members:
Xudong Jia, EDAPTS Research Project Member, Cal Poly Pomona
Jeff Gerfen, EDAPTS Research Team Project Member, Cal Poly San Luis Obispo
9
Neil Hockaday, EDAPTS Research Team Project Member, Cal Poly San Luis
Obispo
Figure 2 shows a graphical representation of the roles and responsibilities between the
different participants in the Bronco Express EDAPTS Test Deployment project. The
Advisory Panel acted as the Board of Directors for a small transit agency. Their roles were
as follows:
 Establish and prioritize the operations problems, needs and wants of Bronco
Express.
 Identify solutions for the identified problems and needs ( ITS and non- ITS).
 Review and select the most effective set of ITS solutions for the Bronco Express
EDAPTS System.
 Compare the project budget for equipment to estimated market package solution
costs.
 Provide input and guidance on system procurement methodology and final authority
on make/ buy decisions.
 Evaluate, compare and select any third party vendors based on proposals submitted.
 Oversee and monitor the installation, integration, testing and on- going operations
and maintenance activities for the Bronco Express EDAPTS System
implementation during the project.
Figure 2 Roles of Advisory Panel in the EDAPTS Test Deployment Project
10
The research team acted as a facilitator, observer and project manager for the Test
Deployment procurement. Their roles were as follows:
 Work with the Advisory Panel to help identify realistic operational needs and to
match those needs to innovative EDAPTS ITS solutions.
 Work with the Advisory Panel to embrace and reinforce the EDAPTS concepts
( scalable architectures, common interfaces, flexible communications links and low
cost designs for operation and maintenance) and develop the EDAPTS procurement
document.
 Work with the selected EDAPTS System Integrator or Contractor to deploy the
Bronco Express EDAPTS System.
 Evaluate the EDAPTS Systems and subsystems versus the RFP. Help evaluate the
bids, assess products procured, and monitor system integration and installation.
 Analyze and document the overall effectiveness of the Bronco Express procurement
process.
2) Problems Identification and Needs Assessment
The research team and the Advisory Panel together held a series of workshops to
understand how the Bronco Express EDAPTS System should perform and be operated
from the views of its various stakeholders.
On July 20, 2006, the research team and the Advisory Panel had a one- day workshop
meeting to identify the problems of the existing shuttle bus service and do a “ Needs
Assessment” on the Bronco Express EDAPTS System. The Advisory Panel provided
extensive input on user needs and the envisioned benefits and performance of the future
Bronco Express EDAPTS System.
For each identified need, the research team and the Advisory Panel asked and answered the
basic who, what, when, where, why, and how questions about the envisioned Bronco
Express EDAPTS System from the viewpoint of each stakeholder:
 Who are the stakeholders involved?
 What are the needed elements/ subsystems and the high- level functions?
 When will the sequence of technical and project management activities be
performed?
 What is the geographic and physical extent or service area over which the system is
expected to operate?
 Why should the system be considered for the Bronco Express shuttle buses?
 How will the system be developed, installed, operated, and maintained?
11
The outcome of the workshop was an interim technical report, the Bronco Express
Operations Guidelines, that summarizes these parameters.
On February 6, 2007, the research team and the Advisory Panel held another one- day
workshop to review the draft Operations Guidelines and identify the most important
Bronco Express EDAPTS System performance requirements and priorities.
3) Bronco Express EDAPTS Operations Guidelines
The final Bronco Express EDAPTS Operations Guidelines document describes the
problems and needs of the stakeholders and provides simplified operational scenarios
( using descriptive text and graphics) to depict the desired operational characteristics or
outcomes for envisioned solutions ( see Jia and Gerfen, 2007).
The Operations Guidelines document serves as the concept of operations ( ConOps) for the
Bronco Express EDAPTS System and takes the place of the more formal ConOps typically
envisioned in the V- model. A formal ConOps is typically a major element of any larger
procurement and takes considerable resources and time to develop. For small transit
EDAPTS concept solutions, it is preferable to use the simple “ What’s the problem and
what’s the desired outcome?” approach of the Operations Guideline document.
The research team developed the operational scenarios of the Bronco Express EDAPTS
System by placing the stakeholders to walk through a variety of typical and atypical system
use situations. Furthermore, the team documented these operational scenarios in the
Operations Guidelines report. Operational scenarios are essentially common language
descriptions of how the system might operate and interact with its users. They identify the
desired system characteristics of the envisioned system and describe the external interfaces
of the system under a given set of circumstances.
The Advisory Panel assigned each operational scenario a priority in order to down- select
the most important features of the system. This priority was based on the importance of the
system features described in the scenario to the stakeholders. The Panel then selected only
the operational scenarios with medium or high priority as deployable elements. These
scenarios helped the researchers understand how the system needed to function in daily
activities and better characterized the benefits to be realized. It also helped the researchers
define any limitations that might have to be accommodated when implemented.
The research team found that operational scenarios played a very important role in the final
system design of the Bronco Express EDAPTS System. They bonded the individual parts
of the system into a comprehensive whole. They helped stakeholders understand how all
the pieces should interact to provide useful operational capabilities. In addition, the
scenarios served as the basis for development of the user manual and the acceptance test
plans for the system. Finally, the scenarios were useful tools for the research team, and
helped define and develop the system verification and validation plans intended to test if
the system satisfied user’s needs and expectations.
12
Step 4: Bronco Express EDAPTS System Requirements
The research team recognized that a clear understanding of system requirements was
important to the success of the EDAPTS procurement. Given the needs and the operational
characteristics identified in the Operations Guidelines step, the research team defined a set
of system performance requirements that describe “ what” the Bronco Express EDAPTS
System shall do. The performance requirements do not consider “ how” the system should
be implemented, nor do they specify the ITS technology to be used. The requirements put
more focus on what the system should do rather than on how it is to be accomplished.
The performance requirements development process conducted in this step resulted in an
interim technical report entitled “ EDAPTS User Features, Operational Needs, and
Performance Parameters” ( see Appendix A). This report documented all the functional and
operational requirements at the system level. For example, the report had the on- board
system requirements as shown in Table 1.
It is noted from Table 1, that the EDAPTS requirements were represented in terms of user
features, operational needs, and performance parameters. They incorporated results of the
Operations Guidelines development process ( user features and operational needs) with
performance requirements. Also the requirements were linked to the subsystems that were
to be included in the Bronco Express EDAPTS System.
The research team found that getting stakeholders involved in requirements development is
critical. Although stakeholders may not have had detailed knowledge in writing
performance requirements statements, they were the experts on their daily operational
requirements and held crucial information that needed to be captured in the requirements.
The research team also found that the requirements development process with stakeholders
required challenging and thought- provoking brainstorming. However, the performance
requirements statements coming out of this process helped to clearly communicate system
performance objectives. These objectives satisfied the stakeholders and set the stage to
provide clear direction to the future system developers/ vendors.
13
Table 1 Example System Requirements for EDAPTS Test Deployment System
4. On- Board System
Definition: Equipment and software installed in a transit vehicle to perform transit
management functions. On- board systems for the Bronco Express EDAPTS system
will include a Mobile Data Terminal ( MDT) and associated peripherals such as,
automatic passenger counter ( APC) and driver's emergency button.
There are six buses in service every day and two spare buses as backup for the
Bronco Express system. Eight on- board systems are required for the EDAPTS
system.
User
Features
Operational
Needs
Performance Parameters
Mobile Data
Terminal
( MDT)
To reduce driver
workload and
improve
operational
efficiency, a
way is needed to
automatically
collect and
display time
stamped
information on
significant
operational
events.
The MDT shall have the following minimal capabilities to
support daily operations:
 Allows a driver to login the Bronco Express EDAPTS
system using their Bronco Express employee ID. The
login process and validation shall be completed in less
than 2 minutes.
 Collects odometer information at the beginning and end
of deadhead, at the beginning and end of service
( work), and at fuel stops.
 Displays actual time clock in a large digit format and
removes all other information from the display when
the bus reaches a speed of 5 mph or more. Clock shall
be synchronized with the clock time shown on dispatch
EDAPTS consoles.
 Displays important stop information to the driver when
a service bus arrives at a stop. At a minimum, this
information shall consist of the following items.
- What the stop ID is
- What the current time is
- How many minutes remain at the stop before the
bus needs to leave for the next stop. Countdown
shall be displayed second by second until
departure for the stop.
 Allows a driver to press a “ Boarding” button to
manually record passenger count each time a passenger
boards.
14
Table 1 Example System Requirements for EDAPTS Test Deployment System ( Cont’d)
User
Features
Operational
Needs
Performance Parameters
Mobile Data
Terminal
( MDT)
To reduce
driver
workload and
improve
operational
efficiency, a
way is needed
to
automatically
collect and
display time
stamped
information on
significant
operational
events.
 Allows a driver to change shifts within the Bronco Express
EDAPTS system. The MDT shall automatically collect all
the data related to the shift change and store it into
permanent storage. At a minimum, this information shall
consist of the following items.
- Date
- Time
- Odometer
- Route
- Location
- Drivers involved.
 Allows a driver to logout of the Bronco Express EDAPTS
system.
 Stores bus operational data and transmits it at regular
intervals to the central site during normal operations/ end
of work day/ periods/ non- use hours/ etc. At a minimum, this
information shall consist of the following items.
- Speed
- Time stamp
- Geo- location ( bus location) data.
 The MDT shall prompt drivers for odometer reading at the
time of fueling. A “ Fueling” function should be provided
on the MDT menu list.
Automatic
Passenger
Counter
( APC)
To collect
ridership
information for
developing and
retuning bus
schedules
APC shall be customized to fit into existing shuttle buses.
When an APC device is installed on service buses; it should be
fully integrated with the MDT on the bus.
Passenger counts generated by the APC device should be
displayed on the MDT, if budget allows.
APC shall collect boarding and alighting data of passengers.
Directional sensors are installed above doors of buses, where
they detect people coming in or going out of the vehicle.
15
Table 1 Example System Requirements for EDAPTS Test Deployment System ( Cont’d)
User
Features
Operational
Needs
Performance Parameters
Emergency
Button
To provide
emergency
response
measures to
improve safety
and security of
passengers and
drivers.
The button shall be resistant to accidental activation, and
shall be able to be unobtrusively activated by the driver.
When a driver holds the button down for one and a half
seconds, a silent emergency signal is sent from the MDT to
the dispatch center via the communications link.
The Bronco Express EDAPTS system shall implement a
preprogrammed emergency response protocol and procedure.
Also the system shall have capabilities to handle coded
messages between drivers and dispatchers for false alarms.
The Bronco Express EDAPTS system shall release the
“ Emergency Mode” and change back to its normal status
after an emergency event is confirmed over.
Step 5: Bronco Express EDAPTS High- Level and Detailed Design
The system design effort involved two levels of design: 1) High- Level Design and 2)
Detailed Design at the subsystem level, as suggested by the V- model. The High- Level
Design focused on the decomposition of the envisioned Bronco Express EDAPTS System
into subsystems and deployable elements. It produced the Bronco Express EDAPTS system
architecture that described the subsystems, elements, and interfaces among subsystems.
The detailed design process determined how the system would meet the functional,
operational and performance needs as defined in the developed performance requirements.
It also specified how the subsystems work together to accomplish the overall system goals
and objectives.
High- Level Design
The High- level design for the commercially procured Bronco Express EDAPTS System
was different from ITS systems that involve in- house system development. It put more
emphasis on how to decompose or divide the system into subsystems and ensured that
Commercial Off- the- Shelf products can support the decomposed subsystems.
Figure 3 provides the Bronco Express EDAPTS System architecture developed from the
high- level design process. Detailed description of the components and elements defined in
Figure 3 can be found in Appendix B.
16
In order to ensure the seamless interfaces among the Bronco Express EDAPTS subsystems,
the research team developed an easy- to- use performance- based specification generator tool
in the “ EDAPTS Performance Specs” project ( see Gerfen et al, 2007). The research team
used this tool to develop the performance specifications for the Bronco Express EDAPTS
subsystems ( see Gerfen et al, 2007).
Detailed Design
Since the envisioned solution for the Bronco Express EDAPTS System used products
provided by commercial suppliers, it was not possible or necessary to fully document the
detailed design or do a low- level decomposition. The low- level decomposition was left to
the system integrator or vendor contracted for the installation.
17
Figure 3 High- Level Design of the Bronco Express EDAPTS System
18
4. BRONCO EXPRESS RFP/ BIDDING PROCESS
Following the V- model process and the Operations Guidelines document, the Bronco Express
EDAPTS System RFP effort was started after the Bronco Express Advisory Panel and the
EDAPTS research team had a complete and common understanding of the final system
architecture and its desired impact on each stakeholder.
Using the EDAPTS performance- based specifications, system requirements and high- level
design structure as inputs, the research team developed the RFP for the Test Deployment project
( see Appendix C). The RFP document was the basic bidding document released to potential
vendors. Figure 4 shows the relationships between the Operations Guidelines, the System
Design and Performance Specifications, and the RFP processes.
Figure 4 Relationships of Operations Guidelines, System Design, and RFP Procurement Process
19
1) EDAPTS RFP Preparation
The research team worked with the University’s Parking and Transportation Services and the
Procurement & Support Services to prepare and write the RFP document. The collaborative
development effort ensured that the document not only reflected the most desirable user features,
operational requirements, and performance specifications for the Bronco Express EDAPTS
System, but it also complied with the University’s policies and procedures. The early
involvement of PTS and Procurement & Support Services staff in the process allowed them to
understand how the Bronco Express EDAPTS System will help stakeholders. They were
intimately involved in deciding which subsystems were to be purchased and how the system
would be operated and managed.
The RFP document provided detailed insight into the intended usage of the system, allowing
potential contractors to better focus their responses. The creativity and innovation that individual
contractors choose to build into their proposals were used in judging the proposals.
The RFP document also specified the work schedule, milestones, deliverables, and due dates for
the basic system. Also it required the contractors to provide an optional maintenance service
agreement. The purpose of the requested maintenance service agreements was to ensure long-term
operation of the system after it is delivered to the University.
The research team used the University’s standard review and comment process in developing the
RFP document. After the preliminary document was framed, it was reviewed and commented on
by the EDAPTS Advisory Panel. The research team then modified and revised the document
based on the comments and recommendations received from the reviewers.
2) EDAPTS Contractor Identification and RFP Responses
The approved RFP document was advertised on the official procurement web site of Cal Poly
Pomona. Also the research team sent the document to known suppliers of this kind of equipment.
The objective of this distribution was to have at least three proposals submitted for the Bronco
Express EDAPTS System.
Seventy- one ( 71) EDAPTS potential contractors were identified for this project and the RFP was
sent to all of them. Five contractors responded with proposals. Four proposals met the RFP
requirements and were accepted for further evaluation. The fifth proposal did not meet the
requirements and was rejected due to late submittal of the bid package.
3) EDAPTS Proposal Evaluation
The proposal review committee, which had been formed prior to publication of the RFP,
evaluated the four accepted proposals. The committee consisted of the following members:
20
Christi Chisler, Associate Vice President, Student Affairs, Cal Poly Pomona
Glenn Shenker, Director of Parking and Transportation Services ( PTS), Cal Poly Pomona
Susan L. Reese, Projects and Services Manager, Instructional and Information
Technology ( I& IT), Cal Poly Pomona
Debra A. Garr, Procurement Department, Cal Poly Pomona
Bruce Chapman, EDAPTS Project Manager, Caltrans
Steven Mortensen, Federal Transit Administration
Xudong Jia, EDAPTS Research Project Manager, Cal Poly Pomona
Jeff Gerfen, EDAPTS Research Team Project Member, Cal Poly San Luis Obispo
All review committee members signed a “ Conflict of Interest and Confidentiality Statement”
form, as shown in Appendix D, prior to accessing the confidential proposals submitted. The Test
Deployment project also used this form to ensure that the members had no personal or financial
interest in any of the companies being considered and had no present or past employment
activity that would be incompatible with their participation in the solicitation review and
contractor selection process. In doing so, the University was assured that the review members
were able to give full, fair, and impartial consideration to all proposals.
The proposal review committee compared the four proposals using the pre- established evaluation
criteria in the RFP ( see Table 2) and had the following findings from the four proposals.
21
Table 2 EDAPTS Evaluation Criteria
Criteria Point
Value
Vehicle On- Board System and Vehicle Wireless Data Communications System
- Does the system deliver core features?
- Are desired options, e. g. APC, available?
- Are EDAPTS performance specifications, including the EDAPTS data formatting
standard, met?
- Is the proposed wireless data communications system suitable for the Cal Poly Pomona
environment?
15
Advanced Transit Management System ( ATRMS) and Central Site Software ( CSS) Server
- Does the system deliver core features?
- Are desired options available?
- Are EDAPTS performance specifications, including the EDAPTS data formatting
standard, met?
- Do the roadside information displays deliver core features?
- Are the roadside information displays aesthetically pleasing?
- Are the roadside information displays solar powered?
- Is the roadside information display wireless data communications system suitable for
the Cal Poly Pomona environment?
15
Open- Source software
- Is the planned software package open- source?
- Is the data formatting between the interfaces of all components defined and available to
Cal Poly Pomona?
- Are all Application Programmer Interfaces ( APIs) defined?
5
No Software Licensing Fee
- Does the proposed system have any annual software license fees?
5
22
Table 2 EDAPTS Evaluation Criteria ( Cont’d)
Criteria Point
Value
Installation & Testing
- How long is the planned system installation to take and will it be disruptive to Cal Poly
Pomona operations?
- Will the installation be completed solely by the vendor or will Cal Poly Pomona have
responsibilities?
- Are customer acceptance test procedures to be provided for the on- board systems,
roadside information displays, ATRMS, and central- site software?
10
Warranty and Service Contracts
- How long is the warranty for the vehicle on- board systems & supporting data
communications system?
- How long is the warranty for the ATRMS and central site software?
- How long is the warranty for roadside information displays & supporting data
communications system?
- What is the annual cost for service contracts?
Are there any other recurring costs required for system operation? How much are they?
10
References and Experience
- How much experience does the vendor have with similar jobs?
- Does the vendor have any other relevant experience?
- Does the vendor have any experience with open- source systems?
- Are the vendor’s references good?
- Are the references credible?
10
Cost
The lowest cost proposal receives the maximum points. Each higher priced proposal will be
scored as follows:
Proposal amount divided by low proposal amount = cost factor.
30 points divided by cost factor = scored points.
Fractional points are rounded up.
EXAMPLE: Bid “ A” was low at $ 10,000 and received 30 points. Bid “ B” was next lowest at
$ 11,000. Bid “ B” when divided by Bid “ A” equals a cost factor of 1.1. 30 points divided by
1.1 equals the point score of 27.3. Fractional rounding yields a point score of 27.
30
23
All proposals were individually reviewed and informally scored by each committee member.
The committee then discussed each proposal and assigned a consensus score for each category
and for each proposal. Based on these scores, the four accepted proposals were ranked as shown
below.
Contractor Evaluation Points
Vendor 1 52
Vendor 2 47
Vendor 3 40
Vendor 4 80 ( best score)
Syncromatics Corporation had the best value score and was selected as the tentative winner.
4) EDAPTS Contract Negotiation/ Awarding
Following the recommendations of the proposal review committee, the University made a formal
notification of the intent to award a contract to Syncromatics for the Bronco Express EDAPTS
System. This award was contingent upon the outcome of a performance demonstration and
continued availability of funding. Along with the letter of intent, the proposal review committee
also forwarded a list of questions that needed to be addressed during the demonstration session.
These questions were designed to help the committee determine if the system met their stated
needs and if it would be consistent with the intended Bronco Express usage. These questions are
provided in Appendix E.
The proposal review committee members also made a comprehensive check of references listed
in the Syncromatics proposal. They talked to the current customers to get a better understanding
of the Syncromatics systems currently installed and operated in other locations. Some committee
members made a special site visit trip to the University of California at Riverside ( UCR) and
observed the Syncromatics system installed for the UCR shuttle bus system. The resulting
opinion of the members was that the Syncromatics system met the needs for the Bronco Express
EDAPTS System. The trip report is provided in Appendix F.
The University signed the official contract with Syncromatics on April 24, 2008. The contract is
provided in Appendix G.
Researcher Note: With the issuance of a contract, the logical conclusion of the procurement
segment has been reached and the EDAPTS Test Deployment project now moves forward to the
next segment of the project, Field Installation and Test segment). At this time, it should be noted
that open issues relating to lack of ADA compliance of the dynamic roadside signs remain to be
resolved during the installation and Test segment. These open issues will be addressed during
the report on those steps rather than hold this deliverable open and delay submittal of this
document.
24
5. FINDINGS
The procurement process for the Bronco Express EDAPTS System used a simplified version of
the Systems Engineering process with the V- model as a framework. The advantages of this
approach is that it allowed: 1) stakeholders to actively participate in the project from the
beginning, 2) identification of the highest priority EDAPTS subsystems in the High- Level design
step, 3) development of relevant performance specifications for the selected EDAPTS
subsystems, 4) facilitation of make/ buy decisions for the EDAPTS System, and 5) selection of a
qualified contractor for the integration and installation of the system.
The research team has the following findings regarding the procurement process we used:
1) Use of Simplified V- model for EDAPTS Procurements
The System Engineering process, as outlined by the V- model, calls for early stakeholder
involvement in a project. The RFP process on the Bronco Express EDAPTS System was
successful largely because of this involvement, thanks to the common shared vision among
stakeholders it facilitated. This systematic approach ensured that the ITS solution, once
acquired, integrated and installed, could be validated using the operational scenarios described in
the Operations Guidelines to establish the baseline measurement parameters.
It is recommended that the V- model based procurement process be used by small transit agencies
to help identify needs, define important user features, operational needs, develop appropriate
performance specifications and write a successful RFP document.
2) EDAPTS Performance Specifications
The research team decided to purchase a commercial solution for the Bronco Express EDAPTS
System. In order to ensure seamless interfaces among EDAPTS subsystems, the research team
developed a set of Bronco Express EDAPTS Performance Specifications and included a
specialized EDAPTS data formatting standard developed in the “ EDAPTS Performance
Specifications” project ( see Gerfen et al, 2007). These performance specifications were critical to
the procurement process and are useful during development of the EDAPTS System Verification
and Validation Plans for future tasks in the Test Deployment project.
The Bronco Express EDAPTS Performance Specifications and the specified EDAPTS data
formatting standards were included in the RFP document. It is anticipated that these
specifications and standards considered and guide the winning contractor when it installs the
system for the University. The research team will verify and validate the Bronco Express
EDAPTS system in future tasks and assess the specific areas of conformance or deficiency of
the installed system to the RFP specifications and standards.
25
3) Use of Commercially Available Products
Understanding the operational needs and performance requirements of the Bronco Express
EDAPTS System and assessing the resources and capabilities of the procuring agency is critical
to the determination of procuring commercial products or conducting in- house development for
the solution. Considering the limited resources and ITS experiences available in the PTS, the
Bronco Express Advisory Panel chose to use a commercial vendor approach for the Bronco
Express EDAPTS System. The benefits to PTS were:
 Products and systems are typically more likely to have been proven in the marketplace.
 Costs for developing and upgrading products/ systems are amortized over a larger
population of procuring agencies.
 Products and systems can often be observed in operation at other locations before the
actual decision is made on procurement of the system.
Small transit agencies typically have ITS needs and capabilities similar to those of Bronco
Express. Therefore, it seems reasonable that other small transit agencies should consider a
similar approach for deploying their EDAPTS ITS solution, as long as the commercially
available products and systems meet the operational requirements of the agencies.
4) EDAPTS Business Models
The research team and the Advisory Panel were faced with two separate business models when
they reviewed the submitted EDAPTS proposals. These two models are:
 The “ ITS Ownership” Model. This is the current traditional business model for
transit ITS projects. The agency acquires and owns the complete ITS system ( hardware
and software). It operates and maintains the system independently, though typically it
uses the technical support services of the supplier of the ITS system. Technical support
service is typically subject to additional, on- going services fees.
 The “ ITS Service” Model. This model is an emerging business model for ITS projects.
It does not require the transit agency to acquire, own and operate the entire ITS system.
The contractor of the ITS system provides the transit agency with core ITS services
through a service agreement. Typically this includes services such as vehicle location
tracking, schedule adherence, expected next bus arrival time, and dissemination services.
However, the transit agency may need to acquire some or all of its own dispatch center
equipment, vehicle on- board systems and perhaps even the Roadside Information Display
signs in order to get all of the desired functionality from the ITS services.
Researchers Note: The “ ITS Service” model proposed for the Bronco Express EDAPTS System
is similar to the business model currently used by United States cell phone carriers. Cell phone
users do not need to know all the detailed technical requirements for procuring cell phones when
they use the phone services, but they do have to buy some equipment and pay an on- going
monthly service fee for a set period.
26
For Bronco Express, the Advisory Panel believed the “ ITS Ownership” model was better suited
to large transit agencies, where enhanced financial and technical resources are more likely to be
available. However, based on the comparative dollar value of the bids received, this model
seemed less likely to be applicable to similar small or medium sized transit agencies, since they
often lack the available financial and technical resources for installing, operating, and
maintaining the ITS system on their own.
The “ ITS Service” model seemed better able to leverage the centralized technical resources of
the supplier and thus eases the burdens on Bronco Express. Again, based on the Bronco Express
situation, similar small or medium sized transit agencies would not need to own the complete
ITS system, nor would they have to be immersed in the installation, operation, and maintenance
of it. In addition, they do not need to worry about challenging tasks such as maintaining schedule
adherence databases or hiring knowledgeable personnel for system troubleshooting and system
upgrades. The ITS system contractor handles these kinds of tasks. The transit agency’s only
focus is to use the system.
Three of the four proposals submitted for the Bronco Express EDAPTS System were based on
the use of the “ ITS Ownership” model. The proposed deployment costs of these Bronco Express
EDAPTS System’s were in the range of $ 250,000 to $ 600,000 ( capital costs) plus $ 30,000 to
$ 60,000/ year required for additional Operational and Maintenance services for the eight bus
system, depending on vendor and options exercised.
The remaining proposal used the “ ITS Service” model for the project. It required the University
to acquire all hardware for the vehicle on- board systems as well as Personal Computers for the
dispatch center. The required purchased equipment included MDTs, APCs, GPS- based AVL
subsystems and the Roadside Information Display signs,. With these acquired devices, the
University uses Web- based services to receive information such as vehicle location tracking,
schedule adherence, expected next bus arrival time, and real- time status reporting from
Syncromatics. The University did not need to operate or maintain the performance databases for
the Bronco Express EDAPTS System but can download and archive on University equipment the
operational data for analysis and historical reporting purposes. The cost was in the range of
$ 65,000 – $ 70,000 ( capital costs) plus $ 15,000/ year ( service lease costs) for the eight ( 8) bus
system, depending on options exercised.
The research team and the proposal review committee selected the “ ITS Service” model over the
“ ITS Ownership” model.
27
6. CONCLUSIONS
The Bronco Express EDAPTS System was procured using two major work breakouts: 1) The
pre- procurement process and 2) The RFP process. The Systems Engineering V- model based
procurement facilitated early stakeholder involvement in the process.
In the pre- procurement process, the Advisory Panel, stakeholders and project team used the
EDAPTS Operations Guidelines to understand the overall operational characteristics of the
desired Bronco Express EDAPTS System. The guidelines helped them identify the high- priority
operational needs and wants that were eventually incorporated in the RFP document. The
Systems Engineering V- model process led to clear expectations and articulation of what the
procured system needed to do.
The RFP process involved the RFP document development and the selection of a winning
contractor. The RFP document development incorporated findings from the pre- procurement
process. The selection of the winning contractor was a systematic, unbiased process based on the
criteria pre- established in the RFP document.
28
7. REFERENCES
1) Cal Poly Pomona, Master Plan, 2000.
http:// www. csupomona. edu/~ fpm/ planning/ master_ plan/ index. html
2) Caltrans System Engineering Process Checklist
3) Caltrans System Engineering Guide Book for ITS
4) Xudong Jia, Edward Sullivan, Cornelius Nuworsoo, and Neil Hockaday. “ EDAPTS
Cost/ Benefit Evaluation.” Technical Report, California PATH and Caltrans, 2007.
5) Xudong Jia, Jeff Gerfen, Neil Hockaday. “ Task Order 6403: Cal Poly Pomona EDAPTS
Test Deployment Operations Description, Version 6.0.”, Technical Report, California
PATH and Caltrans, 2007.
6) Jeff Gerfen. “ Efficient Deployment of Advanced Public Transportation Systems – Phase
1 & 2 EDAPTS: A Smart Transit System for Small Transit Agencies.” 2003.
7) Alan Hansen and James Colyar, Guidance on Using the Systems Engineering Process in
ITS Projects, FHWA Arizona Division Office, August 2002
8) US Department of Transportation. “ System Engineering for Intelligent Transportation
Systems: An Introduction for Transportation Professionals.” January 2007.
29
8. APPENDICIES
Appendix A. EDAPTS User Features, Operational Needs, and Performance Parameters
Appendix B. EDAPTS Components and Elements as Defined by the High- Level Design
Appendix C. EDAPTS Request for Proposal No. 07- 014, Cal Poly Pomona, 2007
Appendix D... Conflict of Interest and Confidentiality Statement” Form
Appendix E. Questions to Syncromatics for the Bronco Express EDAPTS System, 2008.
Appendix F. Trip Report of Site Visit at University of California at Riverside, 2008
Appendix G. EDAPTS Contract with Syncromatics, Cal Poly Pomona
1
Task Order 6403
Cal Poly Pomona
EDAPTS Test Deployment
User Features, Operational Needs
and Performance Parameters
Version 1.0
Prepared for
California Partners for Advanced Transit and Highways
California Department of Transportation
Prepared by
California State Polytechnic University, Pomona
California Polytechnic State University, San Luis Obispo
Under PATH Contract TO 6403
June 8, 2007
2
User Features Operational Needs Performance Parameters
1. Dynamic Roadside Information Display
An electronic, remotely controlled display that presents information regarding estimated time of arrival of buses to passengers waiting
at bus stops. These displays typically provide " real- time" information based upon bus progress along route.
Dynamic real- time
transit arrival sign
Real- time arrival signs shall be installed at bus stops served by
Route A, B, and C.
All the signs shall meet ADA accessibility requirements.
All the signs shall be easily maintained.
All sign maintenance procedures and maintenance
intervals shall be documented within the EDAPTS
system maintenance manual.
All installed parts shall meet FCC guidelines and
licensing as appropriate. They shall meet MIL- STD-
461 tolerances for radiated emissions.
All exposed materials of signs shall be corrosion
resistant.
Electronic equipment associated with signs remains
from damage and are protected from moisture, dust,
dirt, and corrosion.
All parts in signs shall be readily accessible for
inspection and maintenance.
Signs shall be energy efficient.
Sign design Sign design shall consider two types of signs ( large format and
small format).
Signs shall be made and installed to conform to the
Signage Design Guidelines of Cal Poly Pomona. The
Guidelines can be found at
http:// www. csupomona. edu/~ fpm/ Planning/ procedures_
guidelines/ sign_ design_ manual. pdf .
Signs shall be easily cleaned.
3
User Features Operational Needs Performance Parameters
Large format signs shall have a panel to display at least
two rows of characters; each row shall contain at least
15 characters.
Small format signs shall have a panel to display at least
5 characters. Characters in the panel shall display for
3 seconds and move from right to left character by
character.
Characters must be legible under all light conditions at
a distance of 5- 10 ft.
Large format sign
locations
Three large format signs are installed at Village, Building 1, and
CLA Building time point stops on Route A and B.
Small format sign
locations
Twenty- Eight ( 28) small signs are installed at non- time point
stops on Route A, as well as all stops on Route B and C.
Sign message, small
format signs
At single route, non- overlapping stops a single message shall
be displayed as:
“ Bus Here in XX Min”
Color and size of single messages shall be designed to
meet ADA requirements and the University’s Graphic
Standards. The Graphic Standards Manual can be
found at
http:// www. csupomona. edu/~ publicaffairs/ graphics/
Message shall be held static for approximately 2
seconds and then updated with new, current
information from the EDAPTS vehicle location system
4
User Features Operational Needs Performance Parameters
( i. e. Bus Here in 10 min -> Bus Here in 9 min -> Bus
Here in 8 min -> etc.)
Sign message, large
format signs for
overlapping stops
At overlapping stops on Routes A and B, the sequence of
messages, displayed below, shall be repeated:
“ Rt A Here in XX Min”
“ Rt B Here in XX Min”
At overlapping stops of Routes B and C. the sequence of
messages, displayed below, shall be repeated:
“ Rt B Here in XX Min”
“ Rt C Here in XX Min”
Message shall be held static for approximately 7
seconds and then updated with new, current
information from the EDAPTS vehicle location system
on the next route served at the sign location ( i. e. Rt A
Here in XX Min> Rt B Here in XX min > Rt A Here in
XX min > Rt B Here in XX min > etc.)..
Out of Service
message, non-overlapping
route
signs
When all the buses on a specific route are temporally out of
service, all signs on that route shall display the following
message:
“ Out of Service”
Message shall be held static until service is back.
When the service is back, message will be updated
with new, current information from the EDAPTS vehicle
location system ( i. e. Out of Service > Rt A Here in XX
Min > Rt A Here in XX Min -> etc.).
Out of Service
message,
overlapping route
signs
At overlapping signs serving Route A and B, a sequence of
messages below shall be displayed when all Route B buses are
not operating:
“ Rt A Here in XX Min”
“ Rt B Out of Service”
At overlapping signs serving Route B and C, a sequence of
messages below shall be displayed when all Route B buses are
not operating:
Message shall be held static until service is back.
When the service is back, message will be updated
with new, current information from the EDAPTS vehicle
location system ( i. e. Out of Service > Rt A Here in XX
Min > Rt B Here in XX Min -> Rt A Here in XX Min -> Rt
B Here in XX Min -> etc.).
5
User Features Operational Needs Performance Parameters
“ Rt B Out of Service”
“ Rt C Here in XX Min”
Public service
announcements
All the large signs shall be able to display public service
announcements, system status, or emergency information
Power source, small
format signs
Small signs shall be powered by replaceable batteries. Batteries installed in small signs shall be Industry-standard
batteries and are easily exchanged. In order
to reduce maintenance costs, rechargeable batteries
are desirable.
Batteries shall last at least six months under specified
operation duty cycle.
Batteries shall operate within the temperature of - 20 ° C
to 45 ° C and support the display of 1000 messages per
day.
Small signs and batteries shall be enclosed in a heavy-duty
enclosure that is vandal and weather resistant.
Power source, large
format signs
Large signs shall be solar- powered or powered by wires.
Solar powered signs are preferable where no existing AC
power source exists at the installation site. When wired signs
are considered, their installation costs shall include all the costs
associated with getting AC to sign sites and connecting the
signs to the AC supply, including any permits, inspections, etc.
When solar powered signs are considered, they shall
have the following parameters:
 Capable of operating for up to 20 days of inclement
weather.
 Enclosed in a heavy- duty enclosure that is vandal
and weather resistant.
When wired signs are considered, they shall have the
following parameters:
6
User Features Operational Needs Performance Parameters
 Signs and batteries shall be enclosed in a heavy-duty
enclosure that is vandal and weather resistant.
 Power used by signs shall be adapted to 120 VAC /
60 Hz.
Protection, primary
power source
All power connections shall be protected by fuses or breakers.
Sign post locations
Sign posts shall be placed at the same locations as existing
ones.
Each post shall be designed to meet the University’s
standards and guidelines. The standards and
guidelines can be found at
http:// www. csupomona. edu/~ fpm/ Planning/ procedures_
guidelines/ sign_ design_ manual. pdf.
The height of posts shall be 8 ft according to the
University’s policy.
Mounting supports
and foundation
Sign posts shall be capable of handling weight/ wind load
requirements with the displays mounted as specified.
Sign posts shall be resistant to major earthquakes and
winds with speed of up to 70 mph.
Mounting supports
and foundation
Posts shall be designed to be breakaway supports. They can
be broken or yielded when struck by a vehicle.
7
User Features Operational Needs Performance Parameters
2. Static Route Map
A system map of Bronco Empress Shuttle Services that presents routes to passengers waiting at bus stops.
Static Route Map
A static route map shall be installed along with real- time transit
arrival signs at each bus stop.
Each map shall be designed to meet the University’s
standards and guidelines. The standards and
guidelines can be found at
http:// www. csupomona. edu/~ fpm/ Planning/ procedures_
guidelines/ sign_ design_ manual. pdf.
An example of route map is shown below:
All the maps shall be easily maintained.
All exposed materials of maps shall remain from
damage and are protected from moisture, dust, dirt,
and corrosion.
Each map shall be ADA compatible.
8
User Features Operational Needs Performance Parameters
Direction of shuttle
movement and
location of stops
Each map shall display direction of shuttle movement and
location of stops on its route.
A special symbol “ You Are Here” shall be provided to
indicate its stop
3. Traveler Information Provider
Traveler Information Provider services within the Bronco Express EDAPTS system consist of three functions: web Server, voicemail
system and text messaging service system.
Web Server The Bronco Express EDAPTS system shall have a web server
that provides real- time information about the shuttle service and
provides real- time bus operational information through a series
of user- friendly web pages.
The Cal Poly Pomona web site shall have a link to the
EDAPTS system web site. With this link, students,
faculty, and visitors can easily access to the dynamic
information provided by the EDAPTS system web site.
The information provided by the web server shall
include the following items at a minimum.
 Real time schedule
Real time schedule information should be grouped
by route. For each route, a summary table should
be provided to show estimated bus arrival time at
bus stops on the route. An example of the table
for Route A is shown in the below table.
Stop # Name Arrival Time
Stop 1 Business Building In XX min
Stop 2 Rose Garden In XX min
Stop 3 Police Station In XX min
Stop 4 CLA Building In XX min
9
User Features Operational Needs Performance Parameters
Stop 5 Information Booth In XX min
Stop 6 Outside Village In XX min
Stop 7 Village In XX min
Stop 8 Farm Store In XX min
Stop 9 Health Center In XX min
An example of the table for Route C is shown in
the below table.
Stop # Name Arrival Time
Stop 1 Marketplace IOn Break
Stop 2 Parking Lot M ( A) On Break
Stop 3 Parking Lot B On Break
Stop 4
Between Lot B and
K ( Village)
On Break
Stop 5 Parking Lot K On Break
Stop 6 Parking Lot M ( B) On Break
 Context menu
This menu allows users to click a stop graphically
on the system map and see the real time schedule
at the selected stop.
 Location of all in- service buses
A web page should be provided to show the
10
User Features Operational Needs Performance Parameters
Bronco Express system map and locations of all
the service buses on the map. The location should
be updated in a regular interval ( for example,
every 30 seconds) to reflect the real location of
buses.
 Rider information on bus ( full or not full)
Rider information on bus should be provided on
the EDAPTS system web site. This information
shall be integrated into the web page that displays
current bus locations.
 “ Out of Service” indication ( due to failure)
When a bus fails to provide shuttle service, the
“ Out of Service” indication should be displayed for
the bus on the EDAPTS system web site.
 Information about breaks and lunches
Information about schedules of breaks and
lunches should be provided on the web site for
each bus.
Bronco Express EDAPTS system shall allow web-enabled
phones or PDAs to access its web site. When
a phone or a PDA links to the web site, the caller can
key in route and stop numbers and receive the
following message: “ Route X bus at stop [ X] in [ XX]
min.”
11
User Features Operational Needs Performance Parameters
Voicemail System Bronco Express EDAPTS system shall have an automated
voicemail system that can be called to get information on bus
arrival time at a specific stop of interest.
The voicemail system shall be operated when the
Bronco Express EDAPTS system is in service.
After callers dial dedicated phone number( s) ( such as
909- 869- xxxx and 909- 869- yyyy), they can enter route
and stop number by either voice and/ or numeric
keypad. The voice phone system then sends a voice
back to the callers.
The response message shall be similar to: “ Route X will
arrive at your stop [ stop name, stop number] in [ XX]
minutes.”
The voicemail system shall have a “ repeat” function to
allow callers to listen response messages repeatedly.
Text Message
Service
Bronco Express EDAPTS system shall have an automated text
message service that can be called to get information on bus
arrival time at a specific stop of interest.
The text message phone service shall be operated
when the Bronco Express EDAPTS system is in
service.
After callers dial a dedicated phone number ( such as
909- 869- xxxx), they can send a text message about
route and stop number. The text message then sends a
text message back to the callers.
The response message shall be similar to: “ Route X will
arrive at your stop [ stop name, stop number] in [ XX]
minutes.”
12
User Features Operational Needs Performance Parameters
4. On- Board System
Equipment and software installed in a transit vehicle to perform transit management functions. On- board systems for the Bronco
Express EDAPTS system will include a Mobile Data Terminal and associated peripherals such as magnetic stripe card reader, on- board
annunciator and electronic message sign, automatic passenger counter ( APC) and driver's emergency button.
There are six buses in service every day and two spare buses as backup for the Bronco Express system. Eight on- board systems are
required for the EDAPTS system.
Mobile Data Terminal
( MDT)
To reduce driver workload and improve operational efficiency,
a way is needed to automatically collect and display time
stamped information on significant operational events.
The MDT shall have the following minimal capabilities
to support daily operations:
· Allows a driver to login the Bronco Express
EDAPTS system using their Bronco Express
employee ID. The login process and validation
shall be completed in less than 2 minutes.
· Collects odometer at the beginning and end of
deadhead, at the beginning and end of service
( work), and at fuel stops.
· Displays actual time clock in a large digit format
and removes all other information from the
display when the bus reaches a speed of 5 mph
or more. Clock shall be synchronized with the
clock time shown on dispatch EDAPTS consoles.
· Displays important stop information to the driver
when a service bus arrives at a stop. At a
minimum, this information shall consist of the
following items.
13
User Features Operational Needs Performance Parameters
- What the stop ID is
- What the current time is
- How many minutes remain at the stop
before the bus needs to leave for the next
stop. Countdown shall be displayed second
by second until departure for the stop.
· Allows a driver to press a “ Boarding” button to
manually record passenger count each time a
passenger boards.
· Allows a driver to change shifts within the Bronco
Express EDAPTS system. The MDT shall
automatically collect all the data related to the
shift change and store it into permanent storage.
At a minimum, this information shall consist of the
following items.
- Date
- Time
- Odometer
- Route
- Location
- Drivers involved.
· Allows a driver to logout of the Bronco Express
EDAPTS system.
· Stores bus operational data and transmits it at
regular intervals to the central site during normal
operations/ end of work day/ periods/ non- use
hours/ etc. At a minimum, this information shall
consist of the following items.
14
User Features Operational Needs Performance Parameters
- Speed
- Time stamp
- Geolocation ( bus location) data.
· The MDT shall prompt drivers for odometer
reading at the time of fueling. A “ Fueling” function
should be provided on the MDT menu list.
Automatic Passenger
Counter ( APC)
To collect ridership information for developing and retuning
bus schedules
APC shall be installed on all buses, if budget allows.
APC shall be customized to fit into existing shuttle
buses.
When an APC device is installed on service buses; it
should be fully integrated with the MDT on the bus.
Passenger counts generated by the APC device should
be displayed on the MDT, if budget allows.
APC shall collect boarding and alighting data of
passengers.
Directional sensors are installed above doors of buses,
where they detect people coming in or going out of the
vehicle.
Emergency Button To provide emergency response measures to improve safety
and security of passengers and drivers.
The Bronco Express EDAPTS system shall have an
emergency button function on the bus. The function
shall be resistant to accidental activation, and shall be
able to be unobtrusively activated by the driver. When
a driver holds the button down for one and a half
seconds, a silent emergency signal is sent from the
15
User Features Operational Needs Performance Parameters
MDT to the dispatch center via the communications
link.
The Bronco Express EDAPTS system shall implement
a preprogrammed emergency response protocol and
procedure. Also the system shall have capabilities to
handle coded messages between drivers and
dispatchers for false alarms.
The Bronco Express EDAPTS system shall release the
“ Emergency Mode” and change back to its normal
status after an emergency event is confirmed over.
5. Central Site Software
Software that will run at a fixed location to receive, transmit, store, and facilitate the exchange of data between other components. Such
software typically provides an interface to communicate with On- Board and Roadside components; store and retrieve collected system
data, and provide Application Programming Interfaces ( APIs) to both ATRMS and Traveler Information systems.
It consists of a set of functional processes and APIs ( including Roadside Information Display API, Traveler Information API, ATRMS API,
and Data Store API).
Central Site Software The Bronco Express EDAPTS System shall have Central Site
Software
The Central Site Software shall be installed at the
University’s Dispatcher Office and the Laidlaw’s
Dispatcher’s office.
The Central Site Software at the two locations shall be
synchronized. Changes done by software at one site
shall be reflected at another site.
16
User Features Operational Needs Performance Parameters
Central Site software shall make alerts to dispatchers
via audible and visual alarms, when it receives
emergency signals from on- board systems.
Central site software shall have capabilities to handle
audio/ visual/ cellular notification of emergencies other
than the emergency button on buses.
Response to emergency conditions involves 1) making
alerts to dispatchers, 2) locking out all normal functions,
3) setting “ Tracking Mode” to the bus having the
emergency, 4) clearing the alarms and the emergency
response function, and 5) unlocking all normal
functions.
Cal Poly Pomona PTS shall develop an emergency
response protocol and procedures. Central site
software shall implement the response protocol and
procedures. The CP San Luis Obispo’s procedures
should be included for reference.
6. Advanced Transit Management System
A software application that will run at locations such as the dispatch center and other management offices, typically providing personnel with
information such as vehicle position and location, schedule adherence data, boarding and ridership data, and statistical analysis and reporting of
the above functions.
The ATRMS consists of features for vehicle tracking display, schedule adherence display, passenger boardings display, emergency management
display, ridership statistics reporting, and schedule adherence statistics reporting. Also it has a set of controls including 1) system user
management controls, 2) on- board equipment administration controls, 3) schedule management & administration tools and controls, and 4)
roadside information display controls.
17
User Features Operational Needs Performance Parameters
Vehicle Tracking
Display
The Bronco Express EDAPTS system shall provide geolocation
tracking display of transit vehicles for dispatch & management
users
Tracking shall be available on a map- based and/ or
tabular display
Vehicles & routes shall be color coded and easily
discernable to all dispatchers
Both vehicles and routes shall be selectable for display
on a per- route basis
Information displayed shall include vehicle number,
current stop, next stop, schedule adherence, scheduled
arrival time, boardings, etc
Schedule Adherence
Information Display
The Bronco Express EDAPTS system shall display schedule
adherence information for dispatch & management users
Schedule adherence information shall be selectable on
a per route / per day basis
Schedule adherence information shall be presented for
all stops on all runs on a route during the day
Schedule adherence information shall be presented to
show stop location, scheduled arrival time, and
schedule deviation
Schedule adherence information shall be presented on
the GUI screen as well in PDF and CSV file formats.
Passenger
Boarding/ Alighting
Information Display
The Bronco Express EDAPTS system shall display passenger
boarding / alighting information for dispatch & management
users
Passenger boarding / alighting information shall be
selectable on a per route / per day basis
Boarding / alighting information shall be presented for
all stops on all runs on a route during the day
Boarding / alighting information shall be presented to
include stop location 4.) schedule adherence
information shall be presented on the GUI screen as
18
User Features Operational Needs Performance Parameters
well in pdf and csv file formats
Driver Emergency
Button Handler The Bronco Express EDAPTS system shall handle driver
emergency button alarms for dispatch and management users
This feature shall allow dispatchers to receive driver
alarms and respond appropriately.
This feature shall allow dispatcher to track vehicle while
coordinating with local law enforcement
Statistical Ridership
Report
The Bronco Express EDAPTS system shall provide statistical
ridership reports for dispatch & management users
Reports shall display riders as a distribution of number
of rides/ passenger/ month
Reports shall display ridership statistics on a per route
per time period basis
Reports shall provide accuracy indicating percentage of
stops reporting on a per trip per route basis
Reports shall be provided in one or more user selected
file formats such as: ( a) graphical GUI display, ( b) PDF,
or ( c) CSV formats
Statistical schedule
adherence Report
The Bronco Express EDAPTS system shall provide statistical
schedule adherence reports for dispatch & management users
Reports provide statistical representation of out- of-tolerance
stop arrivals.
Reports shall list all out of tolerance stop arrivals with
day, route, time, scheduled arrival time, actual arrival
time, deviation, and vehicle ID included
Schedule Building &
Dissemination tools The Bronco Express EDAPTS system shall provide schedule
building & dissemination tools for dispatch & management
users
Tools shall be able to build or modify schedules on an
individual route basis
Tools shall allow operations on current and past
schedules
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User Features Operational Needs Performance Parameters
Schedules shall be disseminated in whole or on a
route- by- route basis
Schedule tools shall manage system holiday and
weekend variations of the schedule
Schedule tools shall manage stop lists
Schedule tools shall support an unlimited number of
day types for building a schedule
Smart Sign
Administration Tools
The Bronco Express EDAPTS system shall provide smart sign
administration tools for dispatch & management users
Tools shall allow status of all signs to be queried and
displayed
Tools shall allow new schedules to be deployed to all
signs
Tools shall allow route and stop assignments to be sent
to individual sign
Tools shall allow new executable code to be sent to
individual signs
On- Board Systems
Administration Tools
The Bronco Express EDAPTS system shall provide on- board
systems administration tools for dispatch & management users
Tools shall allow status of all on- board systems to be
queried and displayed
Tools shall allow new schedules, application software
executables, and configuration data to be sent to
individual or all buses
Tools shall allow any collected data to be manually
retrieved from individual or all buses
Tools shall allow operating system patches to be
remotely applied to individual or all buses
20
User Features Operational Needs Performance Parameters
Controls for Roadside
Banner Message
Display
The Bronco Express EDAPTS system shall provide controls for
roadside banner message display
Tools shall allow free- form and/ or pre- defined banner
messages to be sent to selected signs
Tools shall allow signs to be selectively or collectively
disabled
Tools shall allow new schedules to be downloaded to
signs
Tools shall collect diagnostic and fault information from
signs ( optional, requires 2- way communications with
signs)
User management
Tools
The Bronco Express EDAPTS system shall have tools to
manage users.
The system shall provide the ability to add, edit, and
delete ATRMS console users
1
Appendix B
Components and Elements as Defined
by the EDAPTS High- Level Design
1) Vehicle On- Board Systems
The Vehicle On- Board Systems are the equipment and software to be installed in the Bronco
Express shuttle buses to perform transit management functions. They include the following
elements and functions:
 Mobile Data Terminal ( MDT) A device that provides the driver access to various
functions such as schedule adherence status, passenger boarding status, time of day, time
of day, route being driven. The MDT provides driver input and output functions and is
likely connected to other on- board elements.
 MDT Functional Processes Software that executes on the MDT to perform
functions such as detecting bus stops and accepting data from devices such as an
Automatic Passenger Counter
 MDT Vehicle Wireless Data Communications System Driver Software that
executes on the MDT interface to the Vehicle Wireless Data Communications System.
This software performs data encoding/ decoding.
 Automatic Passenger Counter ( APC) Devices mounted at all bus entry and exit
locations that detect passengers embarking and disembarking from the bus. APCs keep
track of the total number of people riding on the bus at any given time. Data can be
downloaded at the end of the day or transferred to other on- board devices such as the
MDT.
 Emergency Actuator A device that drivers can utilize to send an emergency notification
or " Mayday" message to the dispatcher indicating they have a situation on their bus that
poses a physical threat to the driver and/ or passengers. The Emergency Actuator must be
installed in the driver's compartment so that the driver could actuate it without being
noticed by anyone else on the bus.
2) Vehicle Wireless Data Communication System
The Wireless Data Communications System is used for communications between the Central
Dispatch Center and Vehicle On- Board Systems. This system allows the Bronco Express shuttle
buses to communicate position, stop arrivals and departures, boarding information, etc. to the
Central Dispatch system.
2
The system consists of the following elements:
 On- Board Data Interface A vehicle on- board device, such as a modem or a data
communications card. This device allows the on- board computational equipment ( the
MDT) to make a data communications connection to the Central Site.
 On- Board Communications Infrastructure / Repeaters Equipment that serves for bi-directional
wireless data communications transmissions between the Central Site and the
Vehicle On- Board Systems.
 Central- Site Data Interface A device such as a modem, a data communications card, or
a network access card that allows the Central Site Communications servers to make a
wireless data connection to vehicle On- Board Systems.
3) Dynamic Roadside Information Display
The Dynamic Roadside Information Display is an electronic, remotely controlled display that
presents information regarding estimated time of arrival of buses to passengers waiting at bus
stops. These displays provide " real- time" information based upon bus progress along route.
The Dynamic Roadside Information Display ( RID) consists of the following elements:
 Roadside Sign / Display A device ( installed on a structure, post or pole) that
presents " live" data regarding estimated time of arrival or minutes until arrival for shuttle
buses arriving at a stop. This sign/ display can display information for more than one
route at a given stop and can display other messages such as public service
announcements or system status information.
 Roadside Post/ Pole A post or pole that supports the Roadside Information
Display.
 Roadside Post Foundation The foundation for the Roadside Post/ Pole.
 RID Functional Processes Software that executes on the RID and receives messages
from the Central Site and performs functions such as calculating estimated minutes for
arrival for buses and formatting public service messages for display.
 RID Communications System Driver Software that executes on the RID and
interfaces to the RID Data Communications System.
3
4) Roadside Data Communications System
The Roadside Data Communications System provides the wireless or wired communications
from the Central Dispatch Site to roadside information displays. This communications link
allows the signs to know vehicle locations on route so that the roadside information display can
display estimated minutes until arrival for routes at stops.
The Roadside Data Communications System consists of the following elements:
 Roadside Data Interface A device, such as a modem, a data communications card, or
a network access card that allows the Dynamic Roadside Information Display to make a
data communications connection to the Central Site.
 Roadside Communications Infrastructure / Repeaters Equipment, located on
mountaintops, buildings, poles, etc. that serves a relay station for uni- directional or bi-directional
wireless data communications transmissions between Roadside Information
Displays and the Central Site.
 Central- Site Data Interface A device such as a modem, a data communications card, or
a network access card that allows the Central Site communications servers to make a data
communications connection to buses via the On- Board Wireless Communications
system.
5) Central Site Software ( Server)
The Central Site Software ( CSS) runs at a fixed, central location to receive, transmit, store, and
facilitate the exchange of data between other EDAPTS components. It provides interfaces to
communicate with On- Board and Roadside components, stores and retrieves collected system
data, and provides Application Programming Interfaces ( APIs) to both Advanced Transit
Management System ( ATRMS) and Traveler Information systems.
The Central Site Software consists of the following elements:
 On- Board Systems API A software application that runs at the Central Site and
communicates with all Mobile Data Terminals ( MDTs) in the bus fleet via the Central
Site Wireless Data Interface and the On- Board Communications Infrastructure and
Repeaters. This communications server provides all access to Mobile Data Terminals in
vehicles for the Central Site.
 ATRMS API A software application that runs at the Central Site and provides a
set of functions that return information to support all ATRMS GUI screens.
 Data Store A software application or function ( most likely a DBMS) that provides
short term and long term storage of all system data received from shuttle buses and
system schedules.
4
 Data Store API An application programming interface that provides read- write
access to the Data Store for software applications such as the Central Site Software and
the ATRMS.
 CSS Functional Processes Software that executes at the Central Site to perform
functions such as calculating schedule adherence, processing driver emergencies,
generating reports, managing schedules, etc.
 CSS Vehicle Wireless Data Communications Systems Driver Software that
executes at the Central Site and interfaces to the Vehicle Wireless Data Communications
System..
 CSS ATRMS Data Communications System Driver Software that executes at the Central
Site and interfaces to the ATRMS Communications System.
 Roadside Information Display API A software application that runs at the Central Site
and communicates with all Roadside Information Displays via the Central Site Data
Interface and the Roadside Communications Infrastructure and Repeaters. This
communications server provides all access to Roadside Information Displays for the
Central Site.
 CSS RID Data Communications System Driver Software that executes at the Central
Site and interfaces to the RID Communications System.
 Traveler Information API A software application that runs at the Central Site and
provides a set of functions that return information regarding vehicle location on route,
schedule adherence, and vehicle seat availability to applications that will provide this
information the public through various communications and display schemes.
6) Advanced Transit Management System ( ATRMS)
The Advanced Transit Management System ( ATRMS) is a software application that runs at
locations such as the Cal Poly Pomona’s Dispatch Center and the Laidlaw office. It provides
personnel with information such as vehicle position, schedule adherence data, boarding and
ridership data, and statistical analysis and reporting of the above functions.
The ATRMS consists of the following elements:
 Vehicle On- Board Equipment Administration Controls A GUI screen with controls
that allows a management user to administer the MDT computer and its operating system
remotely from the Central Site. Administration capabilities include loading new
configuration files, software executables, system schedules / timetables, and retrieving
log files of various system functions. These administration tools give the remote
administrator the same tools they would have if they were connected into the MDT's
operating system via a hard- wire connection.
5
 Schedule Management & Administration Tools & Controls A GUI screen with
controls that allows a management user to build, modify, or delete system schedules by
time period, route, or the system.
 ATRMS Data Communications System Driver Software that executes on the
ATRMS interface to the ATRMS Communications System.
 Driver Management Controls A GUI screen with controls that allows the addition,
removal and editing of drivers and driver information within the system.
 Emergency Management Display A GUI screen that alerts a dispatch and/ or
management user when a driver has depressed his or her emergency actuator. This screen
creates audible and visible indications of the emergency conditions and does not allow
any other activity on any ATRMS console until the emergency has been acknowledged
and coordination responsibility is assumed by a dispatch or management user. It enables
continuous " live" tracking of the vehicle reporting the emergency and allows the
emergency to be closed out and automatically logged when it is over.
 Roadside Information Display Controls A GUI screen with controls that allows a
management user to reconfigure Roadside Information Displays to serve different stops,
update their schedules, or update them with public service or system status banner
messages.
 Vehicle Tracking Display A GUI screen with controls that allows a dispatch and/ or
management user to observe real- time vehicle positions. The screen may display
information in a map- based or tabular form, depending upon specific user requirements.
 Schedule Adherence Display A GUI screen with controls that allows a dispatch or
management user to observe vehicle schedule adherence by stop, trip, route, hour, or day.
 Passenger Boarding Display: A GUI screen with controls that allows a dispatch and/ or
management user to observe passenger boardings by stop, trip, route, hour, or day.
 Ridership Statistics Reporting Controls: A GUI screen with controls that allows a
dispatch or management user to generate reports regarding ridership statistics by stop,
trip, route, hour, or day.
 Schedule Adherence Statistics Reporting Controls A GUI screen with controls that
allows a dispatch or management user to generate reports regarding vehicle schedule
adherence by stop, trip, route, hour, or day. Reports generated may be either statistical or
exception based in nature.
 System User Management Controls A GUI screen with controls that allows a
management user to create new system users, modify the permissions of existing users, or
delete users.
6
7) ATRMS Communications System
The ATRMS Communications system is responsible for communications between the Dispatch
Center and the ATRMS.
The ATRMS Communications System consists of the following elements:
 ATRMS / Central- Site Data Interfaces The local area networking ( LAN) cards
installed in the Central Site workstations and servers.
 ATRMS Communications Infrastructure / Repeaters The local area networking
( LAN) equipment used to connect central- site workstations and servers to each other and
to remote ATRMS clients via the Internet.
8) System Input Data
System Input Data contains the information required to be included into the Bronco Express
EDAPTS system. This information includes stop- point references, schedules and timetables, map
data, and valid driver and rider lists.
The System Input Data consists of the following elements:
 Stop- Point List The master list of all stops in the shuttle bus system. Each stop has
a unique identifier number or designation as well as latitude, longitude, and direction of
travel for the stop. It may also include other identification information such as common
building/ street names, intersection and/ or stop name.
 Timetable The master schedule for the shuttle bus system, indicating all routes, trips,
and stops on trips in the system.
 Work / Runs List The master list of all runs in the system.
 Valid Drivers List A list of valid bus fleet drivers.
1
CALIFORNIA STATE POLYTECHNIC UNIVERSITY, POMONA
Procurement and Support Services
Administrative Affairs
Request for Proposal
RFP No. 07- 014
Bronco Express EDAPTS
( Efficient Deployment of Advanced Public Transportation
System)
California State Polytechnic University, Pomona
Procurement & Support Services
2740 S. Campus Drive, Building 75
Pomona, CA 91768
Contact: Debra Garr
Procurement & Support Services
Telephone: 909- 869- 3383
Fax: 909- 869- 5475
daschneck@ csupomona. edu
RFP Release Date: February 8, 2008
Proposal Due Date: March 3, 2008
2
TABLE OF CONTENTS
Page
1. Definition of Terms 7
2. California State University System Overview 9
3. Project Background 9
4. Existing Bronco Express Shuttle Bus Service 10
5. Scope of Work 11
5.1 Primary Contract 11
Task 1 Provide EDAPTS System Components and Elements 12
Task 2 Installation and Preliminary Testing 19
Task 3 System Acceptance Test and System Delivery 19
Task 4 60- Day Research Evaluation 20
5.2 Warranty and Maintenance Service Contract 20
5.3 Schedule, Milestones, and Deliverables 21
6. Contractor Bid Requirements 24
6.1 Contractor Deliverables 24
6.2 Campus Contacts 24
6.3 Submittal Instructions 25
6.3.1 Submittal Location 25
6.3.2 Timeline 26
6.3.3 Proposal Package 26
7. EVALUATION OF PROPOSALS 31
7.1 General Discussion of Evaluation Process 31
3
7.2 Impact of Proprietary Data on Evaluation 31
7.3 Use of Direct or Indirect Research Support Funding 32
7.4 Proposal Evaluation 32
7.4.1 Evaluation Criteria 32
8. CONTRACT NEGOTIATION 34
9. GENERAL PROVISIONS FOR SERVICE ACQUISITIONS 35
9.1 Commencement of Work 35
9.2 Invoices 35
9.2.1 Invoice Submittal 35
9.2.2 Additional Services 35
9.2.3 Continuing Services 35
9.2.4 Payment Processing Delay 35
9.2.5 Payment in Full 35
9.3 Contract Conditions and Limitations 36
9.3.1 Funding Appropriation 36
9.3.2 Return of Commodities 36
9.4 Contract Cancellation 36
9.5 Independent Status 36
9.6 Conflict of Interest 37
9.6.1 Full Disclosure 37
9.6.2 Statement of Economic Interests 37
9.7 Governing Law 37
9.8 Assignments 37
9.9 Time 38
4
9.10 Contract Alterations & Integration 38
9.11 General Indemnity 38
9.12 Use of Data 38
9.13 Termination for Default 38
9.14 Personnel 39
9.15 Nondiscrimination 39
9.15.1 Religion, Race, Ethnicity, Sex, Disability 39
9.15.2 Fair Employment and Housing Act 39
9.16 Drug- Free Workplace Certification 40
9.17 Severability 40
9.18 Disputes 41
9.19 Privacy of Personal Information 41
9.20 Waiver of Rights 41
9.21 Endorsement 42
9.22 Patent, Copyright, and Trade Secret Indemnity 42
9.22.1 Legal Defense Against Claims 42
9.22.2 Mitigation of Claim Violations 43
9.23 Compliance with NLRB Orders 43
9.24 Examination and Audit 43
9.25 DVBE and Small Business Participation 44
9.26 Citizenship and Public Benefits 44
9.27 Americans With Disabilities Act ( ADA) 44
9.28 Child Support Compliance Act 44
9.28.1 Child and Family Support Obligations 44
5
9.28.2 Earnings Assignment Orders 45
9.29 Document Referencing 45
9.30 Forced, Convict, Indentured and Child Labor 45
9.31 Covenant Against Gratuities 45
9.32 Rights and Remedies of University for Default 46
9.32.1 Failure to Perform as Required 46
9.32.2 Failure to Deliver Promptly 46
9.32.3 Termination Loss or Damage Recovery 46
9.32.4 Other Rights and Remedies 47
9.33 Contractor's Power and Authority 47
9.34 Recycled Content Certification 47
9.35 Entire Contract 47
9.36 Safety and Accident Prevention 47
9.37 Follow- On Contracts 48
9.37.1 “ Consulting and Direction” Defined 48
9.37.2 “ Affiliates” Defined 48
9.37.3 Exclusions 48
9.38 Expatriate Corporations 49
9.39 Insurance Requirements 49
9.39.1 Certificate of Insurance Contents 49
9.39.2 Bodily Injury Coverage 49
9.39.3 Workers Compensation Insurance 50
9.40 Rights in Work Product 50
9.40.1 Software Rights 50
6
9.40.2 Government Purpose Rights 51
9.40.3 Development Of Competitive Products 51
9.41 Confidentiality of Data 51
10. Exhibit A: EDAPTS System Requirements and Performance
Specifications 53
11. Exhibit B: EDAPTS Data Formatting Standards 53
12. Exhibit C: Cal Poly Pomona EDAPTS Test Deployment Operations
Descriptions 53
13. Exhibit D: Descriptions of Bus Stops for EDAPTS Test Deployment 53
14. Exhibit E: Sample Reports 53
15. Exhibit F: Descriptions of WiFi Services at Cal Poly Pomona 53
7
1. DEFINITION OF TERMS
For the purposes of this Request for Proposal, the following definitions are used:
API Application Programming Interface
ATRMS Advanced Transit Management System; The GUI-based
controls & screens that let users access the
EDAPTS system
AVL Automated Vehicle Location
Bid The offer to provide the goods and services requested
within this Request for Proposal for a fee or other
consideration.
Bidder The person or firm responding to this RFP
Contractor The person or firm responding to this RFP
Consultant A person or firm retained by the Contractor for work
related to this RFP. The Consultant’s duties generally
require them to provide expert input and
recommendations on specific issues related to the
RFP.
CSU California State University
EDAPTS Efficient Deployment of Advanced Public
Transportation System
GUI Graphical User Interface
ITS Intelligent Transportation Systems: The utilization of
technology to solve transportation problems.
LEAP Localized Encryption and Authentication Protocol
May Indicates something that is not mandatory but
permissible.
8
Proposal The written description of the offer to provide the
goods and services requested within this Request for
Proposal for a fee or other consideration.
RFP Request for Proposal
Shall A mandatory requirement if commercially available
Should A recommended requirement if commercially
available, but not mandatory.
Subcontractor An individual or company retained by the Contractor
for work related to this RFP. The Subcontractor’s
duties generally require it to perform a specific task
( or tasks) as part of the overall project being done by
the Contractor.
Submittal Deadline The date and time on/ or before all proposals must be
submitted and received in the Procurement and
Support Services office, Cal Poly Pomona campus.
Selected Contractor The person, contractor, or firm whose proposal is
selected and to whom the contract award is made.
Supplier/ Vendor An individual or company retained to supply parts
and/ or materials related to the work being done by the
Contractor, Consultants or Subcontractors on this
RFP.
VPN Virtual Private Network
9
2. CALIFORNIA STATE UNIVERSITY SYSTEM
OVERVIEW
The California State University ( CSU) is a 23- campus, statewide system of
comprehensive and polytechnic universities. The CSU awards bachelors and
masters degrees in approximately 240 subject areas. The CSU has more than
46,000 faculty members and provides education for over 417,000 students
system- wide. The CSU is one of the largest, most diverse university systems in
the country. The Board of Trustees sets policy and the Office of the Chancellor
oversees system- wide management.
Cal Poly Pomona is one of the 23 campuses within the CSU system. It covers
1,438 acres of rolling green hills and is the second largest ( in area) in the CSU
system. Cal Poly Pomona is located less than 30 miles east of downtown Los
Angeles. Cal Poly Pomona serves 17,306 undergraduates and offers
undergraduate and master degrees in seven colleges.
3. PROJECT BACKGROUND
The purpose of this Request for Proposal ( RFP) is for California State
Polytechnic University, Pomona ( hereinafter referred to as Cal Poly Pomona or
the University) to contract with a fully qualified and experienced system
Contractor to provide the University with technical services for the design,
installation, test, maintenance of a small transit Intelligent Transportation System
( ITS) on the Bronco Express campus shuttle system.
This procurement will implement the Efficient Deployment of Advanced Public
Transportation System ( EDAPTS) as outlined in this document. EDAPTS is a
small transit focused ITS research program that is being funded by the Federal
Transit Administration ( FTA) and California Department of Transportation
( Caltrans) and Cal Poly Pomona Parking and Transportation Services. Having
completed the initial research phase of this program, the EDAPTS research
project is now ready for its last hurdle – commercialization and deployment
readiness.
Cal Poly Pomona is taking the lead in a transitional test deployment of EDAPTS
through this RFP. The Cal Poly Pomona EDAPTS test deployment
demonstration ( hereinafter referred to as the Bronco Express EDAPTS system)
will provide low cost ITS solutions to problems currently being experienced on
the University’s on- campus shuttle bus service. With the Bronco Express
EDAPTS system in place, the users of the shuttle service will be able to
determine the current locations of all the Bronco Express shuttle buses, and
10
expected real- time arrivals of buses at individual bus stops in real- time.
Additionally, it is anticipated that the system will help Bronco Express improve its
schedule adherence and better maintain evenly spaced bus headways. Through
this test deployment, the commercialization of the EDAPTS small transit system
concepts will be assessed and facilitated. Experience and knowledge gained
from the test deployment will assist small and medium transit properties in
adopting the EDAPTS lower cost approach to procuring ITS technologies.
The University is seeking proposals from qualified contractors, suppliers and
vendors to supply the University with Advanced Public Transportation System
( APTS) equipment that satisfies the EDAPTS requirements and performance
specifications provided in Exhibit A, EDAPTS System Requirements and
Performance Specifications. The successful contractor shall provide pricing for
the following:
· equipment;
· software;
· installation;
· preliminary testing for the equipment installed in this RFP;
· final testing of the Dynamic Roadside Information Display ( signs) upon
completion of Phase I in installed environment;
· employee training necessary to make the Bronco Express EDAPTS
operational and fully functional; and
· on- going technical and maintenance service contracts.
4. EXISTING BRONCO EXPRESS SHUTTLE BUS
SERVICE
The University currently contracts with Laidlaw Transit Services, Inc. ( hereinafter
referred to as Laidlaw or Service Provider) to provide the day- to- day
management and operations of the on- campus Bronco Express shuttle bus
service from September 21, 2006 to June 30, 2009. The current Bronco Express
shuttle system employs eight buses:
· six buses owned and operated by the shuttle bus Service Provider; and
· two spare state owned buses operated by Cal Poly Pomona employees.
11
The Bronco Express shuttles provide free services to students, faculty, staff and
visitors.
The University and the Service Provider currently use separate dedicated voice
radio communications to communicate between their own drivers and
dispatchers. Since the two voice radio systems are independent, Service
Provider drivers cannot talk to the University’s dispatcher and vice versa.
For more information about the operation of the existing and envisioned post-
EDAPTS Bronco Express Shuttle bus systems, please see Exhibit C, Cal Poly
Pomona EDAPTS Test Deployment Operations Descriptions. This Exhibit is
included for reference and historical background only, and does not constitute
requirements.
5. SCOPE OF WORK
The Cal Poly Pomona EDAPTS test deployment project will be conducted in two
phases. The first phase will involve the installation of EDAPTS system
components and completion of a preliminary test. The second phase will involve
60- days research evaluation of the installed Bronco Express EDAPTS system
and final delivery of the system.
This section describes the tasks that shall be addressed by Contractors to
implement the EDAPTS system in a primary contract. It includes the work
assignment process, milestones, deliverables, and due dates. Also it requires
the Contractors to provide a maintenance service contract to the University for
the EDAPTS system. The purpose of this maintenance service contract is to
ensure the successful operations of the EDAPTS system after it is delivered to
the University.
5.1 Primary Contract
The Contractor shall provide the University with all required technical services,
training, hardware, software and material for installing and testing the Bronco
Express EDAPTS system. This installation shall be done on Cal Poly Pomona
Bronco Express campus shuttles and will be based on the performance
specification requirements attached to this document as Exhibit A. At the end of
this project, a fully functioning and operational system shall be delivered to Cal
Poly Pomona.
To satisfy this Scope of Work, the Contractor will conduct and successfully
complete the following tasks:
12
Phase I EDAPTS System Installation and Preliminary Testing
Task 1 Provide EDAPTS System Components and Elements
The Contractor for the Bronco Express EDAPTS system shall provide the
University with the EDAPTS components and elements in the quantities indicated
in Table 1.
The EDAPTS components and elements shall meet the specifications, needs
and intents described in Exhibit A, EDAPTS Performance Specification
Requirements and Exhibit B, EDAPTS Data Formatting Standards.
Contractor shall provide the University with the installation and testing schedule
for the Bronco Express EDAPTS system.
13
Table 1: EDAPTS Components and Elements
EDAPTS
Components
Quantities Descriptions
Vehicle On-
Board
Systems
8 Contractor shall provide eight ( 8) sets of
Vehicle On- Board systems for the Bronco
Express EDAPTS system. These shall be
installed on the six in- service buses and two
spare buses used by Bronco Express and
shall include the following elements and
features:
a) A driver accessible Mobile Data Terminal
( MDT)
b) A driver's emergency signaling button
c) A manual passenger counter
$__________________ equipment price
$__________________ equipment Installation
An Automatic Passenger Counter ( APC) is
considered as an optional element and shall
be listed as a separately priced item.
$ ___________________ APC price
14
Table 1: EDAPTS Components and Elements ( Cont’d)
EDAPTS
Components
Quantities Descriptions
Vehicle Wireless
Data
Communications
System
1
Contractor shall consider the following two
wireless communications options for the
Vehicle Wireless Data Communication
System and propose the lowest lifecycle
cost solution for the University.
a) Dedicated RF voice/ digital
communications system
b) Public wireless network provider such
as Verizon, Sprint, T- Mobile, etc.
A comparison of the options in terms of
performance, purchase price, installation
cost and estimated on- going operating and
maintenance costs shall be provided within
the proposal. Contractor shall recommend
a preferred approach and use the preferred
approach within the submitted proposal. In
the absence of other overriding concerns,
the lowest lifecycle cost option that meets
the performance needs specified in this
RFP is the preferred methodology.
OPTION A: Dedicated RF voice/ digital
communications system
$____________________________
OPTION B: Public wireless network provider
such as Verizon, AT& T, Sprint, T- Mobile, etc.
$____________________________
15
Table 1: EDAPTS Components and Elements ( Cont’d)
EDAPTS
Components
Quantities Descriptions
Central Site
Software
( Server)
1 The Bronco Express EDAPTS system shall
provide an interface to communicate with the
Vehicle On- Board Systems ( and ultimately with
the Dynamic Roadside Information Displays to
be installed in Phase II of this project) shall store
and retrieve collected data from system, and
provide Application Programming Interfaces
( APIs) to both ATRMS and Traveler Information
Service.
Central Site software and hardware will be
installed in the University’s Parking and
Transportation Services ( PTS) building.
Central Site Software license fee ( including
installation at all sites):
$______________________
Annual Central Site Software license renewal
fee:
Year 1 $______________________
Year 2 $______________________
Year 3 $______________________
Year 4 $______________________
Year 5 $______________________
NOTE: Open Source Software Is A Preferred
Item Of This Procurement And Is Incentivized In
The Scoring Of All Proposals.
16
Table 1: EDAPTS Components and Elements ( Cont’d)
EDAPTS
Components
Quantities Descriptions
Advanced
Transit
Management
System
( Dispatch
Client)
1 Contractor for the Bronco Express EDAPTS
system shall provide and install an Advanced
Transit Management System ( ATRMS). The
ATRMS will be physically located at the two
dispatch centers: Cal Poly Pomona Parking and
Transportation Services building and the
campus shuttle bus Service Provider location.
The Dispatcher Console for the ATRMS
presents the Graphical User Interface ( GUI)
screen to the dispatcher. This screen shall be
identical and synchronized at the two separate
dispatcher centers. Any changes to the ATRMS
GUIs that are made at one dispatcher center
shall be automatically updated and mirrored to
the ATRMS GUI at the other dispatcher center.
The ATRMS Communications system within the
Bronco Express EDAPTS System shall support
the data communications between the Central
Dispatch Center and the ATRMS.
Advanced Transit Management System and
Console equipment for the above mentioned
dispatch center:
$______________________
Installation of Advanced Transit Management
System and Console equipment:
$______________________
Sample reports that shall be generated by the
ATRMS can be found in Exhibit E, Sample
Reports.
17
Table 1: EDAPTS Components and Elements ( Cont’d)
EDAPTS
Components
Quantities Descriptions
Dynamic
Roadside
Information
Display Signs
4 Contractor shall provide four Dynamic
Roadside Information Displays ( or signs) for
the preferred locations as described in
Exhibit D, Descriptions of Bus Stops for
EDAPTS Test deployment.
The display signs shall be continuously
energized and easily readable by riders
waiting at bus stops without any action on
their part.
The display signs shall be compliant with
the Americans with Disabilities Act ( ADA)
requirements for the visually impaired as
defined in the performance specification of
this RFP and Federal.
$__________________ sign price
$___________________ sign Installation ( Phase
II)
Contractor shall ensure that the University can
expand the EDAPTS system by installing
additional display signs at bus stops, as
sufficient additional funding becomes available.
18
Table 1: EDAPTS Components and Elements ( Cont’d)
EDAPTS
Components
Quantities Descriptions
Roadside Data
Communications
System
1 Contractor for the Bronco Express EDAPTS
system shall consider three options for the
Roadside Data Communications System:
Option A: Dedicated RF voice/ digital
communications system
Option B: Campus- wide Wi- Fi wireless
communications system
Option C: Public wireless network provider
such as Verizon, Sprint, T- Mobile,
etc.
A comparison of the options in terms of
performance, purchase price, installation cost
and estimated on- going operating and
maintenance costs shall be provided within
the proposal. Contractor shall recommend a
preferred approach and use the preferred
approach within the submitted proposal. In
the absence of other overriding concerns, the
lowest lifecycle cost option that meets the
performance needs specified in this RFP is
the preferred methodology.
Existing University WiFi Services can be
found in Exhibit F, Descriptions of WiFi
Services at Cal Poly Pomona.
OPTION A: $__________________
OPTION B: $__________________
OPTION C: $__________________
19
Task 2 Installation and Preliminary Testing
Contractor shall install the EDAPTS components on Bronco Express shuttle
buses, at the central site, dispatch centers of both the University and Service
Provider, and at the specified bus stops.
Before installation, Contractor shall work with the Departments of Parking and
Transportation Services ( PTS) and Facilities Planning and Management, the
Division of Instructional and Information Technology ( I & IT), as well as the
Service Provider to develop installation and preliminary testing plans. The
University and Service Provider will identify, designate and make available
representatives from these departments for the installation and testing.
Once the University and Service Provider approve the installation and testing
plans, Contractor shall install all the equipment and software for the Bronco
Express EDAPTS system and test the system as specified in the plans.
Contractor shall perform preliminary tests on all the EDAPTS equipment and
software programs upon installation. Contractor shall provide the University with
a test report showing acceptable performance after the testing is complete.
When Contractor requires civil engineering work ( such as work on sign
foundation, power supply, or access point) for installing roadside display signs,
the preliminary test on display signs shall be conducted at the preferred locations
suggested by the University. Contractor shall provide display signs’ installation
requirements and plans to the University and assist the University in developing
an RFP for the specified civil engineering work for the EDAPTS system.
Phase II System Acceptance Test and 60- Day Research Evaluation
Task 3 System Acceptance Test and System Delivery
Contractor shall provide an Acceptance Test plan to the University for approval.
Contractor shall conduct an Acceptance Test in accordance with the approved
plan and in coordination with University personnel. After successful completion
of the acceptance test, the Contractor will officially deliver the Bronco Express
EDAPTS system to the University.
Contractor shall provide all documents related to the installation, operation, and
maintenance of the Bronco Express EDAPTS system. The documents shall
include an Installation Manual and a User’s Manual.
20
Task 4 60- Day Research Evaluation
Contractor shall provide sixty ( 60) days of operational assistance for the Bronco
Express EDAPTS system. Once the installed system has successfully
completed acceptance testing, Contractor shall assist the personnel from the
Department of Parking and Transportation Services ( PTS) to operate the
EDAPTS system for the 60- day research evaluation period.
During the evaluation, Contractor shall document all the troubleshooting events,
unexpected cases and solutions to any system and equipment problems. In
addition, Contractor shall document and provide a report on operational
performance, schedule adherence, and other significant operational events.
5.2 Warranty and Maintenance Service Contract
Contractor shall provide a time frame and any additional cost to extend
manufacturers warranty period for equipment installed through this contract
( Phase I) upon final testing and acceptance done in the installed environment to
be accomplished in Phase II of this project.
$_______________ Extended Manufacturer Warranty
Contractor shall offer a technical and maintenance service contract to the
University to help the University to operate the EDAPTS system. These service
contracts shall be for a minimum period of one year with options to extend the
service contract for an additional four (