Proposal for Automated Fare Collection System & Service · Proposal for Automated Fare Collection...

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Proposal for Automated Fare Collection

System & Service

Korea Smart Card Co., Ltd

2016

This document is the property of Korea Smart Card Co., Ltd and no part of this document shall be copied or duplicated or given to other parties without prior written authorization

Proposal for Automated Fare Collection Service

Copyright Ó 2013 Korea Smart Card Co., Ltd. All Rights Reserved.

INDEX

1 OUTLINE OF PROPOSAL ....................................................................................... 6

1.1 PROPOSAL BACKGROUND............................................................................................. 6 1.2 EXPECTED BENEFITS .................................................................................................... 7

1.2.1 Smartcard-based AFC Systems from around the world ...................... 7 1.2.2 Benefits of AFC System ...................................................................... 9 1.2.3 Statistical Benefits of T-money ........................................................... 9

2 INTRODUCTION TO KOREA SMART CARD CO., LTD.................................. 13

2.1 COMPANY OVERVIEW ................................................................................................. 13 2.2 SERVICE OFFERING .................................................................................................... 14 2.3 REFERENCE SITES ...................................................................................................... 16

3 BUSINESS STRATEGY ......................................................................................... 18

3.1 SUCCESS STRATEGY .................................................................................................. 18 3.2 PROJECT PROGRESS ORGANIZATION ........................................................................ 20 3.3 PROCESS AND TIMELINE ............................................................................................. 23

4 ESTABLISHMENT PLAN ....................................................................................... 24

4.1 SERVICE SYSTEM PLAN .............................................................................................. 24 4.2 MANDATORY SYSTEM ................................................................................................. 25

4.2.1 Terminals and Front-end System ...................................................... 25 4.2.2 Clearing System and Settlement System ......................................... 40 4.2.3 Reload System ................................................................................. 44 4.2.4 Card Issuance System ...................................................................... 49

4.3 OPTIONAL SERVICE ..................................................................................................... 57 4.3.1 BMS(Bus Management System) ....................................................... 57 4.3.2 Ferry System .................................................................................... 59 4.3.3 Taxi System ...................................................................................... 60 4.3.4 DW .................................................................................................... 60 4.3.5 Monitoring System ............................................................................ 61 4.3.6 Mobile ............................................................................................... 61 4.3.7 Non-transit service ............................................................................ 62 4.3.8 Customer Portal ................................................................................ 62

4.4 INFRA STRUCTURE ...................................................................................................... 63 4.4.1 Overall System Architecture ............................................................. 63 4.4.2 Hardware/Network Architecture ........................................................ 65 4.4.3 Software Architecture ....................................................................... 67

5 OPERATION PLAN ................................................................................................. 68

5.1 AN OPERATION AND MAINTENANCE PLAN .................................................................. 68 5.1.1 System Operation and Management Objectives............................... 68



5.1.2 System Operation and Management Plan ........................................ 69 5.1.3 Maintenance Team ........................................................................... 70

5.2 TRAINING PLAN ........................................................................................................... 71 5.2.1 Training Overview ............................................................................. 71 5.2.2 Training Team and Training Candidates ........................................... 72 5.2.3 Training Plan..................................................................................... 72

5.3 OPERATION TRANSFER ............................................................................................... 73 5.3.1 Operation Transfer Method ............................................................... 74

[LIST OF ABBREVIATION] ................................................................................................ 76



TABLE INDEX

Table 1. Smartcard-based AFC Systems ...................................................................................... 8

Table 2. Subway and Bus Passenger Count – Before and After Public Transportation System Reform ...................................................................................................................................... 11

Table 3. Post-Reform Satisfaction Survey – City Bus ............................................................ 12

Table 4. History of KSCC ................................................................................................................... 14

Table 5. Driver Console H/W specification.................................................................................. 27

Table 6. Validator H/W specification .............................................................................................. 29

Table 7. ETM Development Details ............................................................................................... 34

Table 8. Essential function of DDCS ............................................................................................. 37

Table 9. Essential function of DDCS Web................................................................................... 38

Table 10. Detailed Functions ............................................................................................................ 39

Table 11.Detailed functions............................................................................................................... 43

Table 12. function definition of reload service ........................................................................... 47

Table 13. Function definition of internet reload service.......................................................... 48

Table 14. Objects of Development ................................................................................................. 50

Table 15. CMS Development ........................................................................................................... 53

Table 16. KMS Development............................................................................................................ 54

Table 17. Authentication System Development ........................................................................ 56

Table 18. Range of Maintenance Coverage by the Operations Team ............................. 69



FIGURE INDEX

Figure 1. Proposal Background ......................................................................................................... 7

Figure 2. Project Methodology ’T-way’ System Diagram ...................................................... 19

Figure 3. Project Entity and Process Matrix ............................................................................... 21

Figure 4. Service System Plan......................................................................................................... 24

Figure 5. AFC Components in Vehicles ....................................................................................... 25

Figure 5. ETM running overview ..................................................................................................... 32

Figure 6. Figure of DDCS operation .............................................................................................. 35

Figure 9. Operation Concept of Settlement System ................................................................ 40

Figure 10. Reload System ................................................................................................................. 44

Figure 11.Concept of Card Service ................................................................................................ 49

Figure 12. Card Management System .......................................................................................... 52

Figure 13. Key Management System ............................................................................................ 54

Figure 14. Authentication System ................................................................................................... 55

Figure 15. BMS Business Architecture ......................................................................................... 57

Figure 16. Mobile Business Architecture ..................................................................................... 61

Figure 17. System Architecture ....................................................................................................... 63

Figure 18. Hardware/Network Diagram ........................................................................................ 65

Figure 19. Software Diagram............................................................................................................ 67

Figure 20. System Operation and Management Objectives ................................................ 68

Figure 21. Maintenance Team ......................................................................................................... 70

Figure 22. Training Overview ........................................................................................................... 71

Figure 23. Training Team and Training Candidates ................................................................ 72

Figure 24. Training Plan ..................................................................................................................... 73

Figure 25. Operation Transfer Procedure.................................................................................... 74



1 Outline of Proposal

1.1 Proposal Background Traffic congestion is a major global issue virtually all major cities around the globe struggle with today, and these cities are investing heavily into public transportation infrastructures to encourage more of their citizens to use public transportation services. Encouraging promotion of public transport is one of the key answers to solving population concentration, pollution, traffic congestion, living conditions and other issues and problems associated with industrialization. As it stands today, public transportation is an urban and even national infrastructure with close ties to urban environment, economy, and welfare. Thus, governments from around the globe are currently pursuing integration of ITS1 to their public transportation infrastructures. As a major solution to the complexities of modern public transport systems, ITS makes it possible to build a fast, safe, and comfortable next generation public transportation network, and AFC2 is the most basic and key component of ITS. Korea Smart Card Co., Ltd(KSCC) intends to present a proposal which will introduce a way to integrate and operate a state-of-the-art AFC solution that is reliable, secure, efficient, convenient, and better yet, cost-effective.

1 ITS : Intelligent Transportation System integrates advanced electronic, data processing, communications and control technologies to transport applications to implement a fast, secure and convenient next-generation public transport system.

2 AFC : Automated Fare Collection system enables smart cards to be used on the ticketing system for a more secure, reliable and a comfortable way of using public transport.



Figure 1. Proposal Background

1.2 Expected Benefits

1.2.1 Smartcard-based AFC Systems from around the world AFC systems utilizing smartcards are being actively installed and operated throughout the world. Federal governments and local governments, the main operators of these systems, are actively engaging in standardization of AFC systems and expansion of smartcard applications.

City/Nation Description

Octopus Card (Hong Kong)

• System operator is also the card issuing body. • Differentiated fares based on time of day and discounted

transfer fare.



• Payment using HHC (Hand Held Computer, infrared communication).

• Participated by 16 banks and credit card companies. • All participants operate on common infrastructure. • 90% of citizens aged 15 or older carry smartcards. • More than 500,000 personalized cards issued. • Cards accepted at various locations.

EZ-Link Card (Singapore)

• Cards issued by banks and system operated by a subsidiary of transportation authorities.

• Cards can be purchased, recharged, and returned using card issuing machines at any subway or bus station.

• Distance-based fare program implemented (utilizes GPS and wireless LAN).

• Also available are multifunctional (in addition to fare payment) cards (requires a bank account).

• Standardization into ISO 14443 Type B in progress.

EasyCard (Taiwan)

• System operator is also the card issuing body. • Participated by Taipei City Hall, Taipei Rapid Transit

Cooperation, 13 private bus operators, IT companies, and banks.

• Cards can be used at public parking lots. • Free transfers for two hours. • National transportation system standardization being

pursued by the government.

Shanghai

• Shanghai Public Transportation Card Company Ltd. was established to deploy, operate, manage the system, issue cards, process data, and conduct settlements.

• Cards can be used at various locations. • 1.7 million transactions per day.

Oyster Card (London)

• Managed by a statutory organization (directly supervised by the mayor).

• Introduced to alleviate London’s traffic issues. • Offers convenience and fast transactions. • Project financed via PFI (Private Finance Initiative).

SmarTrip (Washington, DC)

• Implemented on buses, subways, and public parking lots. • Operated by WMATA (Washington Metropolitan Area

Transit Authority) • Sets maximum recharge limit. • Legislation to give tax breaks for civil servants who use

public transit.

Table 1. Smartcard-based AFC Systems



1.2.2 Benefits of AFC System

Well designed and effectively implemented AFC sites that are being operated around the globe have proven to be beneficial to every stakeholder, be it the city government, citizens or the transport operator.

l Smarter Government(Reflection on Transportation Policy)

- Optimization of bus routes - Coordination of allocation interval - Supporting Scientific Public Transportation Policy-making

l Increase of citizen’s convenience - Providing high-tech smart card infra to passengers - Eliminating use of cash/note and long queue - Faster and convenient method of payment

l Profit Increase for transport operators - Cost Reduction and revenue increase - Transparent revenue report - Scientific route management and optimal vehicle allocation - Reducing safety risks for drivers and providing stable operation

1.2.3 Statistical Benefits of T-money3

Seoul Metropolitan Government underwent a public transport reform in July, 2004, and the key factor was to implement an integrated ticketing system (T-money) throughout the whole modes and media of public transport in the Metropolitan Area. Through the T-money system, the government could carry out diverse policies and provide benefits to the citizens, thus sharply increasing the public transport ridership.

1.2.3.1 Changes in Public Transportation Usage Patterns

3 T-money is the integrated smart card fare collection system operated in Seoul and other major cities around Korea, which is operated by KSCC. Out of the various well implemented and operating AFC sites around the globe, T-money is highly considered worldwide to be one the world’s best AFC system and thus, is being benchmarked from all over the cities.



l Increased Number of Public Transportation Users

- By December 2004, the number of public transportation users per day increased by 621,000 persons (6.6%) over the same period a year before. In the same period, the number of bus users increased by 534,000 persons (11.1%).

- July 2005 figures increased by 9% over July 20044. - The number of subway users increased by approximately 2%,

the number of city bus users by 8%, and number of shuttle bus users by 27.5% in the same period.

l Increased Rate of Transfer - The number of transferring passengers per day increased by

761,000 persons (71.9%) and the number of bus transferring passengers increased by 586,000 persons (80.4%) in December 2004.

- Of all public transportation network use, the ratio of transfers accounted for 22.94% in 2002, 34.03% in 2004, and 38.20% in 2005.

- Subway use increased slightly from 18.11% in 2002 to 22.53% in 2005. Bus use, on the other hand, increased significantly from 27.25% in 2002 to 57.34% in 2005.

- 67.9% (Sep 2005) of public transportation uses that involved a single transfer to reach the destination involved a transfer with the subway system. 8.9% of the cases involved as transfer between a main line bus and a branch line bus.

Passengers before Reform (1,000 per day) Increase over Pre-Reform (%)

Month Subway Bus Total Month Subway Bus Total

Jul 2003 4,370 4,994 9,364 2004. 7 1.92 -5.29 -1.92

Aug 4,088 4,580 8,668 8 3.69 4.89 4.33

4 Source: Figures released by Seoul city hall and Seoul Development Institute report.



Sep 4,263 4,800 9,063 9 1.62 6.35 4.13

Oct 4,661 5,127 9,788 10 1.82 7.43 4.76

Nov 4,600 4,916 9,516 11 2.80 11.86 7.48

Dec 4,643 4,799 9,442 12 1.87 11.84 6.94

Jan 2004 4,074 4,040 8,114 2005. 1 6.21 19.01 12.58

Feb 4,556 4,538 9,094 2 -10.14 2.27 -3.95

Mar 4,883 4,934 9,767 3 0.91 14.29 6.77

Apr 4,714 5,026 9,740 4 0.87 13.49 7.38

May 4,676 4,883 9,559 5 1.56 17.78 9.84

Jun 4,691 5,072 9,763 6 -2.39 14.49 6.38 Table 2. Subway and Bus Passenger Count – Before and After Public

Transportation System Reform5

1.2.3.2 Financial Changes in Public Transportation l Public Transportation Profitability Change

- Public transportation’s daily profit in December 2004 increased by 683 million KRW (11.9%). Specifically, subway profit increased by 19%, city bus profit by 2.4%, and shuttle bus profit increased by 23.3%.

- Total public transportation profit for 2005 increased by 8% over 2003 (16.4% increase for subway, 2.2% decrease for city bus, and 20.6% for shuttle bus).

l Average Fare Change - As of December 2004, average subway fare was 779 KRW

(119 KRW (18%) increase over the previous year). Average bus fare was 550 KRW, a 49 KRW (8.2%) decrease over the previous year.

- Based on 2005 figures, per trip public transportation fare increased by 3.1%. Adjusted per trip bus fare decreased by 7.4% compared to 2003.

5 Source: Seoul Metropolitan City (2006), Analysis of Impact from Public Transportation System Reform

and Plan for Operating the Bus Management Office, Part 1, p.87



1.2.3.3 Changes in Bus Services

l Improved Citizen Satisfaction Rate - In a satisfaction survey conducted right after the reform,

involving 2,398 Seoul city bus users, 83 (3.5%) responded “Very Satisfied,” 997 (41.6%) responded “Satisfied,” 986 (41.1%) responded “Adequate,” 296 (12.3%) responded “Disappointed,” and 36 (1.5%) responded “Very Disappointed.” Therefore, generally satisfied respondents outnumbered unsatisfied respondents by more than 3 to 1.

Metro Bus

Satisfaction No. of

Persons %

Very Satisfied 83 3.5% Satisfied 997 41.6% Adequate 986 41.1% Disappointed 296 12.3% Very Disappointed 36 1.5%

Total 2398 100.0% Table 3. Post-Reform Satisfaction Survey – City Bus

- In a civil group survey conducted after one year after the

reform, the satisfactory rate has grown much higher, up to 82%.



2 Introduction to Korea Smart Card Co., Ltd

2.1 Company Overview

KSCC was established to implement and operate Seoul Metropolitan Area's New Transportation Card System. Since its inception in 2003 and with the grand opening of Seoul’s New Transportation System in 2004, KSCC has been operating Seoul’s integrated fare collection system that includes the issuance of Smartcards and the clearing and settlement to numerous operators. KSCC is recognised as the prime mover in providing Korea its very first multi-modal, unified, and integrated fare collection system. KSCC carries the ‘T-money’ brand for Korea’s integrated and smartcard-based fare collection system. It supports the operation of a contactless smartcards, readers, and devices that millions of passengers use on a daily basis. In Korea and worldwide, ‘T-money’ is synonymous with a proven, best-of-breed, and highly sophisticated fare collection system. The success of the Seoul case paved the way for the execution of other high-impact projects and expansion of KSCC’s reach in other parts of Korea such as in Pohang City, Jeju Island, Andong City, Tongyeong City, Geoje City, and more, and has opened an nationwide interoperability scheme within Korea from January 2009. Having been operating an integrated fare collection system in various parts of Korea and managing one of the world’s largest multi-modal transport system, KSCC ventured into providing the same superior solution to other cities around the world. KSCC’s capability to manage massive transport system and providing services to over 20 million inhabitants in the Seoul Metropolitan Area alone, is a feat that still very few can match. The numbers below reflects the overall depth and strength of KSCC’s operational and management capability:

l 90 Million T-money smartcards issued l 28 Million affiliated smartcards used within the T-money system



l Management of around 9,000 rail/subway gates, over 10,000 buses, 10 ferries, and more than 120,000 taxis

l Collection in behalf of and settlement of collected fares to over 4 rail/subway operators, 205 bus operators, and 1 ferry operator

l Daily settlement for over 50 Million transactions in the public transport market, adding up to an fare amount of 19 Million USD

l Over 80,000 merchant sites with T-money infrastructure

Table 4. History of KSCC

2.2 Service Offering



KSCC’s main business areas are 1) Smartcard Operation Service, 2) AFC Infrastructure Operation Service, 3) Clearing & Settlement Service and 4) Smartcard and RF related Value-added services.

l Smartcard Operation Service - KSCC has issued around 24 Million smartcards within Korea,

obeying the international standard ISO 14443 Type A, B. - KSCC maintains more than 7,500 reload devices, and also

provides auto-reload service and internet/mobile recharging services

l AFC Infrastructure Operation Service - KSCC designs and owns all types of devices for the AFC

market, including RF one journey ticket issuer, open electronic gate, bus driver consoles and smartcard validators

- KSCC owns and maintains all the AFC related equipment and devices in the Seoul Metropolitan Area

l Clearing & Settlement Service - KSCC operates the clearing & settlement center for the Seoul

Metropolitan Area, Kyung-gi province, and other major cities around Korea

- KSCC also offers ASP Model6 for overseas cities with limited transaction volume

l Value-added Service - KSCC provides smartcard payment services to more than

30,000 non-transit markets, such as convenience stores, museums, and other merchant sites

- KSCC provides RF based payment services to toll gates, parking lots and taxis

- KSCC provides payment and reload services through internet and mobile phones

6 ASP(Application Service Provider) Model for the AFC market is suitable for cities or countries with small volume of transactions, thus would be more effective to rely on an existing mega-scale settlement center compared to establishing its own center



2.3 Reference Sites

A brief summary of KSCC’s reference sites are in the list below: l Bus:

Sites Details

New Transportation Smartcard System for Seoul Metropolitan Area

Implemented to over 9,000 buses for 192 different operators in over 700 routes across Seoul and includes the installation of the following devices:

§ 9,800+ Bus Driver Consoles § 19,500+ Smartcard Validators

Smartcard Bus System in New Zealand

Implemented to over 260 buses and includes the installation of the following devices:

§ 260+ Bus Driver Consoles § 670+ Smartcard Validators

Smartcard Based Fare Collection System for Airport Buses

Implemented to over 300 buses for 6 different operators in over 51 routes for travels to and from the Airport and includes the installation of the following devices:


Smartcard Based Fare Collection System for Pohang City

Implemented to over 200 buses for a single operators in over 40 routes across Pohang City and includes the installation of the following devices:


Smartcard Based Fare Collection System for Jeju Island

Implemented to over 220 buses for 6 different operators in over 86 routes across Jeju Island and includes the installation of the following devices:




l Rail:

Sites Details

New Transportation Smartcard System for Seoul Metropolitan Area

Implemented for 9 subway lines for 4 operators with a total of about 400 stations and includes the installation of the following devices:

§ 7,000+ Electric Gates § 7,000+ Smartcard Validators

Smartcard Based Fare Collection System for New Subway Stations

Implemented for newly built stations of the Korea Railroad and includes the installation of the following devices:

§ 350+ Electric Gates § 350+ Smartcard Validators

l Ferry:

Sites Details

Smartcard Based Fare Collection System for Water Taxi

Implemented for 10 ferries cruising the Han River in Seoul and includes the installation of the following devices:

§ 10 Driver Console § 10 Smartcard Validators



3 Business Strategy

3.1 Success Strategy KSCC represents the optimum solution for meeting the customer’s needs and requirements with its growing technical skills and experiences through policy establishment, putting together and operating the public transportation system. The following outlines KSCC’s success strategy – that which sets it apart from its competitors. 1) ‘T-way’ Project Methodology: Combining technical ability with know-

how and experience

KSCC was established back in 2003 in Seoul’s metropolitan area. Since then it has been the transactions operator for one of the best public transportation systems in the world – one which has won numerous awards in the last five years, including the “Most Innovative IT Exhibition” award in the 5th UITP Asia-Pacific Conference.

When the Seoul city government initiated its public transportation reform policies, KSCC became the central operating body for tasks of system integration and day-to-day administration. Since then, KSCC has been integral to the development and administration of public transportation systems both in Seoul and elsewhere across Korea. This extensive experience has equipped KSCC with the know-how and executive ability required for the best public transportation service in the industry, encompassing system planning / development, card sales / charge, transactions, customer service and more.

KSCC is dedicated to providing the best smart-card solution in every project environment through a unique ‘T-way’ Project Methodology, which was developed on the basis of the experience and know-how accumulated during the aforementioned projects.



It was instigated by Seoul City government (as a central operating body) to reform Seoul’s public transportation system into a new integrated system that operates all modes of transport through new policies. KSCC will provide the best smart card solution and quality experience for customers in every project environment through its unique ‘T-way’ Project Methodology developed based on the growing experiences and guaranteed know-how since the establishment.

Figure 2. Project Methodology ’T-way’ System Diagram

2) System Application of Standardized Package Level through various

projects

KSCC has established public transportation systems in a number of cities both within Korea and in overseas sites, customising the system to best fit the specific conditions of each urban environment. Each implementation has involved a ‘standardized package’ that includes several prepared and tested systems, ranging from card issuance to settlement operation and monitoring.



These tried and tested pre-made systems supplied by KSCC, together with the consultants’ wealth of experience, allow the development of optimised, low-risk and minimum-cost solutions for a variety of client conditions and needs.

3) Interoperability with various functions and business expansion

KSCC has introduced additional services and various systems including the BMS, Fare Box, Mobile, Disposable card, Congestion Electronic Toll Collection Service as part of the public transportation ticketing system. They have all been verified on site to ensure quality services are given to customers.

The system has been designed to be interoperable with the systems provided for customers, so that new functions can be easily implemented to meet their requirements and the system retains maximum compatibility.

The integrated ETM (Bus Driver Console) in particular has been designed so that new functions can be added simply and efficiently without disrupting existing functions or incurring high costs.

Furthermore, the ‘T-money Card’, issued by KSCC, is used nationwide and can now facilitate a variety of additional functions, such as a ‘post-paid’ function. KSCC has adapted its systems and procedures to new developments throughout, accumulating a wealth of experience and ability in maintaining interoperability. This will prove to be a valuable asset in increasing and diversifying clients and customer bases.

3.2 Project Progress Organization Based on the unique ‘T-way’ Project Methodology developed by KSCC, the appropriate organizational structure and human resources will be allocated for each field and process step, centred around the Project Manager. The Project Manager will be responsible for each member assigned to the project team, and will need to communicate effectively so that decisions can be made to



enhance the project’s quality while conforming to the project schedule. The following outlines the project methodology.

Figure 3. Project Entity and Process Matrix

1) Project Management

Project Management is made up of a Project Manager who manages its resources to bring about the successful completion of a project in terms of business management and quality management. The Project Manager is in charge of managing the business, the customers, communication and all the internal decisions made within the project. All issues raised during the project are managed by the Project Manager as well as all items related to the business. Quality Management is maintained by the quality standard defined by the project and also through general actions of quality improvement.

2) Consulting This step involves a ‘feasibility study’ which explores the specific tasks involved in the project and its target customer base. While it is not essential, it



is very much recommended based on past experiences as a key to success because it acts as the project’s foundation. This is undertaken as part of the project’s initial stage (Phase 0) and distinguishes the scope of work, conditions and risks for the project. Consulting will also involve the consultant to make consensus with the Project Manager and agree on the items to be managed throughout the project and periodically participate to provide advice on the area required.

3) Analysis and Design Project Analysis and Design is carried out by an experienced project system architect. Based on the business requirements outlined in Phase 0 (Consulting), KSCC takes on an analysis of the client’s needs, differences and the services offered by the system. The architect then co-operates with the Project Manager in order to develop a localised system that is as close as possible to the standardised package while still meeting the clients’ needs, in order to retain high product quality and low risk. If necessary, they may offer alternative solutions to the client.

The person in charge of Analysis and Design will create and deliver detailed technical documentation and carry out any other tasks necessary for the efficient processing of technical work. They will also occasionally participate in the project implementation stage and ensure that it is being properly carried out, fulfilling the role of a supervisor.

4) Implementation

The person in charge of implementation will be responsible for delivering the business requirements that were distributed in the initial stages (Phase 0) and actual output. They will oversee several tasks:

l Software Module Customization

This task involves the customisation of the standardised software to meet the requirements of the documentation produced in the Analysis and Design stage, and reports the results.



l Hardware Module manufacturing This tasks involves planning the production and delivery of the hardware required, according to the customised specifications of that project. This must always take place after the confirmation of the Project Manager. A detailed report of the hardware’s quality and functionality must follow. l Installation and Deployment

The completed hardware and software components are installed according to the location and schedule previously agreed with the client. All related tasks at the project site are performed. l Test and Operation

When installation and/or deployment is in progress or complete, the performance and condition of the system is assessed with reference to previously documented standards. All subsequent modifications must be approved by the Project Manager, monitored then reported.

3.3 Process and Timeline

KSCC will undertake a Feasibility Study and begin its initial activities according to the ‘T-way’ Project Methodology for the project. Afterwards, it will follow the following schedule, though it can be modified in certain circumstances. - Feasibility Study - Initial analysis (1 month : Optional but proposed step) - Preparation, Analysis and Design (2 months) - Development and Production (2 months : Based on Package Delivery) - Installation and Test (2 months) The project usually can be implemented across a period of 8-9 months, including 1-2 months of field tests and test operations to ensure that services run smoothly.



4 Establishment Plan The Integrated Smartcard System is roughly divided as the Mandatory system and the Optional system. The Mandatory system is mandatory in order to establish the Integrated Smartcard System, and the Optional system needs additional development according to local standards or customers’ demands. Functions may be modified according to local standards or demands.

4.1 Service System Plan The system plan for the Integrated Smart Card System Service is as follows.

Figure 4. Service System Plan



4.2 Mandatory System The Integrated Smartcard System’s Mandatory system is composed of the bus system, rail system, reload system, clearing system, settlement system, infra, and Card Issuance system.

4.2.1 Terminals and Front-end System Bus The formation of the Bus system can be divided into Bus validator and Depot Collection System. The components of bus terminal are can be divided to 3 Packages. For the simple(light), only one or more Validators are installed and operated stand-alone. In Medium, Bus Driver Console is added to implement AFC and BMS(Bus Management System) functions. When the system is complicated and needed more functions like CCTV, On-board Computer(OBC) could be considered as a Full package. And On-board TVM(Ticket Vending Machine) and printer can be added by customer’s needs.

Figure 5. AFC Components in Vehicles



The Depot Collection System has a role of collecting transaction details through wireless communication when the bus returns to the depot to finish operation, and also transferring necessary operation information to the bus validator. It also sends transaction details to the center.

4.2.1.1. ETM(Electronic Ticketing Machine)

1) ETM Hardware

(1) Driver Console

① Driver console consists of touch screen, main control board, CPU, GPS

antenna and wireless LAN. ② Driver console has DC power, debug port, 2 board/alight validator port

(additional validators, up to total 3, can be added to these ports), printer port, GPS port, validator power switch and USB port.

③ Bus stop name is data, wireless LAN reception and GPS reception are displayed on LCD. Environmental settings of ETM can be done using touch screen.

④ Wireless LAN has a function which transmits collected data to collection PC.



⑤ Printer port is connected to receipt printer to print receipts. Boarding 1, boarding 2 port are connected to card validators and transmits necessary information when the card is tagged.

⑥ Validator power switch provides ON/OFF function for validators which is separated with driver console.

⑦ USB port provides a function to upgrade firmware or emergency recovery using USB memory stick.

⑧ Debug cable is plugged into debug port and is used to read and modify the terminal information.

ITEM Description

CPU -ARM9 400Mhz

Memory

-SDRAM : 128MB

-Nor Flash : 8MB

-NAND FLASH : 512MB

Display -TFT-LCD 800*480 7inch

Key PAD -Function 12EA, Touch Screen

PORT

-RS-232C(5EA)

-RS-485(2EA)

-USB HOST 1.1

-Ethernet : 25Mbps

POWER -12V 3A

Table 5. Driver Console H/W specification



(2) Validator

① Validator is consisted of control board, CPU, SRAM, F.N.D LED, IC card reader, SAM slot and RS-485 port.

② SRAM stores validator’s firmware information. ③ IC card reader transmits card information to PSAM after reading the card

information. ④ F.N.D LED displays the valid card transaction by O, X type.

RS-485 port has a sending and receiving function which transmits an information between validator and driver console using RS-485 cable.



ITEM Description

System

Linux OS ARM9 32bit S3C2440 400MHz SDRAM 128MB NOR 8MB NAND 1GB

User Interface

4.3”WQVGA TFT LCD 480 X272 Touch screen(option) 4 Push Buttons(option) Indicated LED (RED,GREEN) Speaker (1W X 2ea) Buzzer

Connectivity (I/O)

RS-485 2 Ports RS-232C 2 Ports USB HOST 1.1 1 Port Ethernet RJ-45 1Port WLAN - 802.11b/g/n

RF Card Module RC531(Mifare,ISO 14443 type A/B )

SAM SIM Type 8 slots

Operation Temp -20℃~60℃

Dimension 232x140x140mm(mounted the cradle) 232x140x 57mm

Power 12V, 0.6A

Table 6. Validator H/W specification

2) Functions of ETM The following explains about the ETM. Functions may be modified according to local standards or demands.

(1) Overview ① Driver Console

- With driver console, bus driver can input and check the necessary information for operation.

② Card Validator



- When the card holder tags the validator at boarding and alighting, fare will be deducted from the card.

- Adult standard fare for the service will be displayed, and The fare deducted from the card will be displayed when one tags the card on.

- Front door validator can be used for boarding and alighting, but rear door validator can only be used for alighting.

③ GPS Receiver - GPS receiver is connected to the driver console.

④ Printer(Option) - Prints out a receipt and bus operation information.

(2) Functionality

① Transaction:

- ETM deducts transaction fare which is calculated based on Zone Based Fare or Flat Fare.

- When a passenger pays cash, bus driver operates driver console to make the cash boarding into transaction record and prints receipt.

- By using RTC(Real Time Clock) which is installed in the ETM and the GPS, present time is provided.

② Bus stop recognition - The present position of the bus can be calculated using the coordination

information received from GPS receiver. - Current bus stop is recognized by comparing the bus stop information

stored in driver console and the present bus position. ③ Line input

- Bus driver has to input the Line number when the driver starts the operation.

- Because driver console has all the Line information, when the driver choose a Line, driver console displays the bus stop information.

④ Driver ID input - Bus driver should input route, variant, direction and Trip number at the

start of operation. ⑤ Driver Sign-On/Off

- Driver can sign-on/off using the driver console.



- By inputting the necessary information provided at the duty sheet, driver can initiate the start of a trip.

- After full operation, driver signs-off. ⑥ Trip Start/Stop

- Trip Start can be done using driver console. - Trip Stop can be done using driver console.

⑦ Data Collection - When the bus returns to the bus depot and the driver ends the operation

or signs-off, or when the driver console is standing by for initiation of operation, transaction data and various logs are transmitted to the DDCS and receives necessary operational data from DDCS.

- KSCC will provide system to complete data collection and integrity. ⑧ Multiple E-Purse Boarding

- If more than two passengers are trying to tag-on with one card, passengers should inform the number of passenger(and passenger type) to driver and the driver manipulates the driver console to handle multiple e-purse boarding.

- If the card holder tags-on on the validator, total group fare is deducted. When tagging-off, additional fare will be charged according to the total number of passengers.

- Multiple Passenger Boarding In a Single Cash Ticket is not included in Phase 1.

⑨ Operational data - The operational data that is necessary for bus operation is stored at the

depot collection system server, and transmitted to bus via WLAN. Peak time, Line information, basic fare table and such are generated as operational data.

⑩ Voice Message - Voice message file is stored in the Driver Console and Validator and at

appropriate case they are played to inform to the passenger and driver. Followings are the list of voice message or tone:

- Driver Console: Sign-On, Sign-Off, Trip Start, Trip Stop, Route Number choice, Driver ID Input, Driver Console Setup etc.

- Card Validator: Thank you, Indication of card type, Insufficient of Funds etc



⑪ Receipt(Option) - If a passenger pay cash for transporation fare, driver operates driver

console for cashing then cash transaction record is made and cashboarding receipt is printed by printer.

⑫ Driver Console Configuration - Configuration data is to be stored on each ETM manually, so that drivers

can use it properly while driving

3) ETM running overview

Figure 6. ETM running overview



(1) Driver Console

- Card transaction - Bus stop recognition - LINE Input - Driver ID Input - Sign-On/Off - Trip Start/Stop - Data Collection - Multiple E-Purse Boarding - Running information - Verbal information

(2) Validator

- Card read/write - Verbal information

4) Development Details.

Classification Function Details Driver Console

User Input Driver ID / PIN NO Route NO / Trip NO Multiple E-Purse Boarding Transaction Cancel Time Change WLAN Reception Display Password Input Car Number Input Total Setting Passcard Information Input Day Light Saving

Voice Guide Volume Control Voice List Identification Voice Out Beep Out

Printer(Option) Cash Receipt Operation Information Terminal Information Passcard Print



Transaction Card Recognition Charge Calculation Penalty Calculation Balance Lack Transaction Transaction Cancel Group Handling Boundary stop Handling Transaction Detail Generation

Total Communication LINE Information Reception F/W Reception Fare Information Reception Bus Information Reception

Driver Console Total Communication Transaction Detail Send Operation Detail Send Installation Detail Send GPS Log Send Voice File Reception

Communication with Validator

Voice File Send F/W Send Card Data Send/Receive Polling Concurrent Card Validation

GPS Bus Stop Recognition Adjust Error Data Logging

Card Validator Card Transaction Card Read Card Write Balance Processing

Communication with Driver Console

Card Data Communication F/W Receive Voice File Receive

Voice Guide/beep Voice Guide Beep

Display Fare RS-485 Communication Connection with Validator

Table 7. ETM Development Details



4.2.1.2. BUS DDCS(Depot Data Collection System)

1) Operation of BUS DDCS

It can be able to send recent operation information of DDCS which installed on bus exactly. When the error is occurred, immediate responds is possible because it monitors an operation status periodically.

Figure 7. Figure of DDCS operation



2) Business Composition and Function

(1) BUS DDCS BUS DDCS is installed and operated in each bus company Head Quarter and Depots. It collects a transaction history of terminal controller by wireless communication method, and transmits a transaction history to clearing management center. Collected data through wireless communication is sent to Settlement Center and transactions will be informed to DDCS.

Classification Function Function detail File handling Sending transactions Sending depot transactions

DDCS Log handling Sending terminal controller status information

Sending depot terminal controller version information Sending depot terminal controller error information Sending depot terminal controller send information Sending depot terminal application send result information Sending depot terminal application install information

Receiving operation information

Receiving vehicle service parameter Receiving terminal controller by line parameter Receiving basic fare information Receiving bus stop information Receiving pre-paid publishing office information Creating terminal controller application file Receiving terminal controller voice information Receiving PSAM parameters Receiving driver information (Driver ID/PIN NO) Receiving Commuter ticket information Receiving holiday information Receiving daylight saving



information Receiving peak time information

Sending DDCS status information

Sending DDCS version information Sending DDCS error information Sending DDCS operation information send result Sending DDCS application send result

Receiving DDCS parameter

Receiving DDCS parameter file Receiving DDCS program file

Communication Terminal Controller

Receiving transactions Receiving depot transactions Receiving terminal controller status information

Receiving depot terminal controller version information Receiving depot terminal controller error information Receiving Receive of depot terminal controller send result information Receiving send of depot terminal controller application result information Receiving depot terminal controller install information

Sending terminal controller operation information

Sending vehicle service parameter information Sending terminal controller by line parameter Sending basic fare information Sending bus stop information Sending holiday information Sending pre-paid publishing office information Sending terminal controller application Sending terminal controller voice information file Sending driver information Sending commuter ticket information Sending ZONE information Sending holiday information Sending datlight saving information

Initializing terminal controller

Initializing terminal controller operation information

Table 8. Essential function of DDCS



(2) BUS Depot WEB SYSTEM BUS Depot web system installed and operated in central clearing house. This system manages driver, BUS depot, vehicle, terminal controller status information and statistics. Classification Function Function detail Basis Information Management

Vehicle information management

Detailed vehicle information registration

Driver information management

Driver ID/ PIN NO Registration Changing of PIN NO

Depot registration Depot registration Line by terminal controller registration

Line by terminal controller registration

DDCS parameter registration

DDCS parameter registration

DDCS registration By depot

DDCS registration By depot

LINE bus stop Basic information

Bus stop management Bus stop management Service bus line registration

Service bus line registration

Terminal controller management

Terminal status management

Condition of terminal controller status Slave terminal controller version Information status Slave terminal controller vehicle Operation information status

Service vehicle information

Service vehicle Receiving rate of GPS status

Service vehicle Receiving rate of GPS status

Line/vehicle change status

Line/vehicle change status

Application of Vehicle line by application date

Application of Vehicle line by application date

Table 9. Essential function of DDCS Web

(3) Immediate Inquiry System of BUS depot Immediate Inquiry system of BUS DDCS transaction will be installed and operated on each BUS center and depot, after receiving transaction via wireless



communication, provide instant retrieval function of transactions. The transaction data can be inquired at the bus depot for more than 24 hours. Classification Function Function detail Depot Reports Depot Reports DRIVER DUTY TRANSACTION LIST

DRIVER DUTY TRANSACTION DETAILS DUTY SUMMARY REPORT CASH CANCELLED TICKET REPORT E-PURSE CANCELLED TICKET REPORT

Table 10. Detailed Functions

(4) Additional supply of a file on cash summary and detail transaction. ① Cash summary file on each trip will be created and located at a specific

directory in a DDCS. ② Every transaction will be filed and located at a specific directory in a DDCS.



4.2.2 Clearing System and Settlement System

4.2.3.1 Business Composition and Function The settlement system manages a basis information of transportation company, care company information, and commission information which necessary for settlement. this settlement job is done after daily closing based on collected transaction record of transportation card from bus DDCS and collection per transportation company. Afterwards, it provides data on the fares and the commissions settled and divided by the rules of settlement accounts for each transportation company to proceed with revenue and for each transportation card company to proceed with expenditure as well as commissions on daily basis.

Figure 8. Operation Concept of Settlement System



Services provided by the system for settlement accounts are categorized as below. ① Settlement standard information: Manages fundamental information which is

Bus Company, Route and Fareset Information. ② Input process: Receives Files like E-Purse, Cash and Pass transactions, and

verifies transaction data, and then puts data into database. ③ Daily closing & reconcile: Discontinues the transaction file reception of

corresponding day, and does Reconciliation. ④ Distribution : Produces revenue amount of each drivers, sums up special

distribution amount by a settlement distribution rule. ⑤ Confirm revenue & commissions : Totals income and commissions by Bus

Company. ⑥ Collection report: Categorizes and totals collected transaction data and

provides information about collection status. ⑦ Monitoring settlement: Checks the result of daily batch job processing and

real-time transaction file processing. ⑧ Corporate report: Provides reports for a public transportation company. ⑨ Settlement report: Provides reports for a transportation card company. Detailed functions are as below. Classification Subclassification Function Settlement Standard Information

Transport Standard Information

To register transport organization(associated company) To register transport companies

Bus Standard Information

To register bus routes To register bus stops To register corridor

Transportation Card (E-Purse) standard information

To register information on transport card issuers

Fare Information To register information on standard fares To register information on pass

Settlement Commission Information

Commission Information on Transport Organization (associated company)

To register common commission to transport companies To register commission specific to transport companies



Input Process Input Transaction To input transport card(electronic purse) transactions To input cash transactions To input sales lists of pass To input pass transactions To input cancelled card transactions To input cancelled cash transactions To input free of charge transactions To classify error transactions To input negative transactions To input repayment transactions To input bus trip

Input Result of File Processing

To input the result of transaction file processing

Daily closing & reconcile

work daily closing To process daily closing work reconcile To reconcile data gathered by

collection system Distribution Distribution revenue To distribute revenue

summary of revenue To summarise distributed revenue by bus company & bus route

special distribution To summarise special distributions To distribute by bus companies on monthly basis

summary of lack of balance

To summarise lack of balance To summarise withdrawal of balance

Confirm reveue & Commissions

Distribution by Bus Company

To distribute confirmed revenue by bus company To Distribution commissions by bus company To create income files by bus company

REPORT SETTLEMENT REPORT

DRIVER TRIP TRANSACTION LIST DRIVER TRIP TRANSACTION DETAILS BOUNDARY-PASS DETAILS DAILY DUTY SUMMARY REPORT DUTY CASH SUMMARY REPORT DUTY E-PURSE SUMMARY REPORT DAILY ROUTE SUMMARY REPORT DAILY CORRIDOR SUMMARY REPORT DAILY CONTRACT SUMMARY REPORT CASH CANCELLED TICKET



REPORT E-PURSE CANCELLED TICKET REPORT NEGATIVE TRANSACTIONS DETAILS NEGATIVE BALANCE SUMMARY REPORT PENALTY TRANSACTIONS DETAILS PENALTY PAYMENT SUMMARY REPORT DAILY REVENUE SUMMARY REPORT

Table 11.Detailed functions

4.2.3.2 Operation Plan ① Input process : Monitors an input daemon program by checking error logs and

querying related tables. - Input daemon process : Bus(card, cash, commuter ticket, cancellation

transaction, etc) - Transactions reflected to KSCC Database

Weekdays : 10:00 a.m. ~ The next day 03:00 a.m. Weekends & holidays : 12:00 p.m. ~ The next day 03:00 a.m.

② Daily closing & reconcile : Processes the closing and reconcile request from Bus system automatically (If there is no request until 03:00 a.m., system enforces the closing & reconcile.) - Operation Time : 02:30 ~ 03:00

③ Distribution : Produces revenues of eash drivers, amount of special distribution and commissions.

④ Settlement result verification: verification of results like input, reconcile, distribution, error processing

⑤ Settlement result analysis: Analys’s change of settlement amount. ⑥ Error data tracking/analysis: Analyses and tracking an error, and

strange/peculiar data.



4.2.3 Reload System Reload system has two different reload methods. One is an off-line reload using LSAM from reload terminal. Other is an internet reload using internet. Internet reload is a reload method using LSAM which installed in center and handles a reload request which is requested through the internet. Reload limit information will be generated from HSM and transmitted to Reload terminal.

Figure 9. Reload System



4.2.4.1 OFF-LINE reload service

Off-line reload service is a reload method using LSAM which is installed on a terminal. After downloading the reload limit which is generated at HSM, reload service on that terminal is possible within the maximum limit of the LSAM. Main functions are :

- basic reload information management function for managing reload SAM information, reload MasterCard, reload agent information and reload policy which is related to reload system operation and reload terminal operation.

- reload history management for (1)registering and deleting an information to card ledge and reload ledge, (2)collecting normal reload log and reload error information frequently or periodically

- Statistic and inquiry function for reload transaction data

Function List Detail Issue management

SAM issue information inquiry SAM issue information inquiry

Creation management of commission file

Creation management of commission file

Terminal controller ID issuing Terminal controller ID issuing

Sending and receiving of operation information



LSAM limit LSAM limit

Basis information management

Reload terminal management Reload terminal list inquiry Reload terminal detail inquiry Reload terminal registration Reload terminal modification

Reload agent management Reload agent list inquiry Reload agent detail inquiry Reload agent modification



Reload terminal allocation

Reload parameter management Reload parameter list inquiry Reload parameter detail inquiry Reload parameter modification Reload parameter registration

Reload commission management

Reload commission list inquiry Reload commission registration Reload commission modification Reload commission detail inquiry

Reload commission set management

Reload commission set list inquiry Reload commission set detail inquiry Reload commission set registration Reload commission set modification Reload commission connection Reload commission compare and check

Reload history inquiry

Reload history inquiry per card Reload history inquiry per card

Reload history of reload agent inquiry

Reload history of reload agent inquiry

Daily closing of reload history inquiry

Daily closing of reload history inquiry

Reload statistic per reload terminal

Reload statistic per reload terminal

Reload error history management

Reload error list inquiry

Reload error detail inquiry Reload error correction

Omitted Reload data management

Omit Reload Data List



Other operation information

Batch monitoring Batch monitoring

Statistic Reload statistic Reload statistic Commission clearing Commission clearing

LSAM management

LSAM substitude management LSAM substitude management

LSAM inquiry LSAM inquiry Reload limit management

Input a reload limit Input a reload limit Sending and receiving of reload limit

Sending and receiving of reload limit Inquiry of sending and receiving list detail of sending and receiving list Result modification of sending and receiving Transaction history inquiry for sending and receiving verification

Statistic of reload limit Statistic of reload limit Reload transaction history

Reload transaction history receiving

Reload transaction history receiving

Sending and receiving history within reload history management

Sending and receiving history within reload history management

Table 12. function definition of reload service

4.2.4.2 Internet reload service Internet reload is a reload service which is provided through web service. Reload request will be handled using HSM certification server. Classification Function Detail Internet reload management

Internet reload module management

Reload Card Balance inquiry

Internet reload service

Internet reload communication

System management

Batch Job Management

Batch Job Control and History management

File Transfer management

File Create/Send/Receive management

Reload History management

Reload History Management



HSM certification server management

Reload transaction management

Reload transaction management HSM transaction management

HSM Management HSM Server Management Table 13. Function definition of internet reload service



4.2.4 Card Issuance System ※ Remark : Card Issuance System is not necessary if the operators have their own systems or have a plan to accept other cards.

4.2.5.1 Card

1) Operational Concept The Card stores card information and key information in the card on issuance, and begins communication with the card terminal when approached within a distance for payment. Card information is stored in the card terminal, and the card updates balance data and transaction data.

Figure 10.Concept of Card Service



2) Objects of Development

Classification Function Detailed Function Specification Design

Card Map Structure Design

Electronic File Structure Design Protocol Design

PSAM Structure Design Protocol Design Key Management Design

LSAM Structure Design Protocol Design Key Management Design

HSM Design HSM Protocol Design Protocol Development

Data Update Transport Card Data(Card Information File) Transaction Data Update(E-purse) Board/Alight Information Update Reload Transaction Data Update Commerce Information Update

Data Creation Transaction Type Creation Purse Data Creation Session Key Creation Transmission Data Creation Signature Creation

Data Verification Verification of received data Signature verification

Data Transmission Transaction data transmission Card information transmission User information transmission Board/alight information transmission

Table 14. Objects of Development

3) Card Specification There are two types of cards that are used for the Integrated Smart Card System. The first type has a weak point in maintenance but has a low price memory card called the Mifare Card. The second type has a strong maintenance, and contains a smart card with a COS(Chip Operating System). Both types of cards meet the ISO 14443 international card standard. They can be selected according to local standards or demands



(1) Mifare Card Items Specification Operation Type Contactless Standard ISO/IEC 14443 Operation Frequency 13.56Mhz EEPROM 1 Kbytes Memory Data Retention 10 years Memory Organization 16 sectors / 64byte EEPROM durability Read/Write 100,000 times Protocol ISO 14443 Type A

b. Smart Card Items Specification Operation Type Contactless Standard ISO/IEC 14443 Operation Frequency 13.56Mhz CPU Above 8 bits ROM Above 36 Kbytes EEPROM Above 2 Kbytes RAM Above 512 bytes EEPROM durability Read/Write 500,000 times Protocol ISO 14443 Type A or Type B Security TDES, SEED

4.2.5.2 Card Issuance System

1) Operational concept Card issuance system consists of 1) administration process that handles modification of status information of the card and application, and manages issuance status, 2) issuance process that handles collection of issue data, generation of issue format and card format, personalization and registration of issue format, and 3) key management process that handles generation, storage, alteration, distribution, update and discard of key. By adding additional functions required by Card, KSCC will customizes KSCC’s card issuance system and provide final card to Operation Company.



Figure 11. Card Management System

2) Objects of development

Classification Function Detailed Function Card Management

Order Management Order Request Management Order Request Approval Order Request Judgment Order Approval Order Confirmation Order Information Inquiry



System Interface Interface of Order History Interface of Order Cancel Data Interface of Order Close Data Interface of Basic Data Management of Interface Logs Interface of Warehousing Data

Issue Management Issue data request Issue data request Judgment Issue data approval Issue data creation Management of Issue data creation information Management of Issue data creation logs Audit management

Card History

Card History Management Card Block Card Lifecycle management Card Product management

Card History Inquiry Card History Inquiry SAM History Inquiry Issue Data management

Table 15. CMS Development

4.2.5.3 Key Management System

1) Operational concept KMS is a system that handles generation/distribution/management/discard of ky through interface with HSM. Key generation is done by generating components by 3 key generators, and master key is stored at HSM. For issuing card and SAM, PerSAM is used. Operation Company inputs the key and KSCC manages the system.



Figure 12. Key Management System

2) Object of Development

Classification Function Detailed Function Key Life cycle management

Key management Management of Key Version Group Management of Key Name Management of Keyset Version Management of Key Property Management of Key Property template Management of HSM Slot Management of Key Label Key Input Management of KCV(Key Check Value) Issue of PerSAM Management of PerSAM

Issue script Management

Management of Issue Script Command Information Management of Issue Script Information Management of Issue Script template

Table 16. KMS Development



4.2.5.4 Authentication System

1) Operational concept

Authentication system handles generation and authentication of security data regarding authentication of card transaction, reload transaction and keyset generation. Module will be developed and applied to existing HSM for authentication of card.

Figure 13. Authentication System



2) Object of development Classification Function Detailed Function Authentication System

Verify Purchase Transaction Data

Verification of Auto Load Transaction Data Verification of Purchase SAM

Verify Load Transaction Data

Verification of Load Transaction Data Verification of LSAM Load Request Signature Creation of LSAM Load Signature LSAM Keyset Download Verification of LSAM Update Parameter Request Verification of LASM Update Parameter Response

Authentication for On-Line Transaction

Verification of On-Line Purchase Transaction Signature Creation of On-Line Purchase Transaction Signature Verification of On-Line Load Transaction Signature

Table 17. Authentication System Development



4.3 Optional Service Korea Smart Card owns many solutions such as the BMS(Bus Management System), Taxi system, Ferry system, DW, etc. Such systems can be developed or consulted according to customer demands. Additional fees may be required.

4.3.1 BMS(Bus Management System) BMS transmits various operational data in real-time to the BMS center using a mobile or exclusive communication network. The BMS center then processes the data and then uploads the results to the buses. In addition, BMS center sends out operational commands and instructions to the buses over the network.

Figure 14. BMS Business Architecture



BMS consists of vehicle devices (BMS device) and the BMS center (H/W, N/W, S/W, and Application System). In addition, wireless communication network between the center and the vehicles is also very important. BMS consists of the BMS center, a wireless communication network, vehicle devices, and a monitoring system. 1) BMS Center BMS center collects and processes various vehicle data that have been uploaded via a wireless communication network and then provides operational status data to center personnel, transportation companies, and the city hall (transportation department). 2) B. Wireless Network The wireless network facilitates real-time communication between in-vehicle devices (BMS terminal) and the BMS center. Currently, Volgograd’s GPRS (GSM) network has been identified as available for use. If GPRS becomes unavailable, a wireless LAN will need to be deployed. 3) C. In-Vehicle Device (BMS Terminal) In-vehicle devices communicate with satellites and interface with users. The devices are also capable of downloading in real-time vehicle gap information, warnings/commands, traffic condition updates, and event notifications from the BMS center. 4) D. BMS Monitoring System The monitoring system is serviced using terminals installed at the center’s situation room, at each transportation company (head office and depots), and the city hall. These terminals receive operational data from the center and monitor the operational status of vehicles in real-time. In emergency situations, the terminals enable prompt response to BMS center commands. Lastly, the terminals provide



access to operations log and statistical analysis data for use in streamlining human and bus resources use.

4.3.2 Ferry System T-money Ferry Solution will be installed at wharves and on vessels operating within the city Region. It will be a showcase of our own Ferry Solution currently being implemented in Korea combined with the superior features of our Rail Solution and Bus Solution. When implemented within Integrated Smart Card System, it will operate a number of Devices in various locations as in the following, integrated with each other and creating a one cohesive solution: l Operator Head Office- Head Office Facility (HOF) l Terminal Facility (TF) l Ferry Wharf- Ticket Office Terminal (TOT) l Ferry Wharf- Vending and Reload Device (VRD) l Un-gated Pier at Downtown Ferry Terminal- Fare Payment Device (FPD) l Gated Pier at Downtown Ferry Terminal- Electronic Gate (EG) l Ferry- Vessel Driver Console (VDC) l Ferry- Fare Payment Device (FPD)

In implementing T-money Ferry Solution, we will ensure that in meets the requirements of its Users. After all, more than anything else, it should be accepted then fully utilised by its intended Users. We will deliver and share the use of our T-money Ferry Solution to the following: l Ferry Head Office Planner l Ferry Head Office Accountant l Booking Office Supervisor l Booking Office Staff l Ferry Supervisor l Ferry Terminal Manager l Ferry Crew/Captain l Customer l Revenue Protection Officer



4.3.3 Taxi System The Taxi System is composed of card validator, VAN System, settlement/ management /civil system, integration and interface. The card validator checks whether the card is usable and sending the transaction details after saving them, sends the validator condition information for system management, and also supports the verification of calculation results as well as the update of validator operation information. It is composed of a management system that collects and manages validator status information and web service that inquires the taxi employ status or taxi settlement status based on the transaction details collected or demanded from the card validator. Also, there are a fare payment system for payment, and a settlement system that settles the transaction details. Operation system is composed of fare payment system which is interfaced with credit card companies and provides real-time fare payment result. And there are many other systems such as basic information management, account, statistic information, settlement system. Also, there is management system that controls and monitors network, security, and civil system that provides information towards citizens and taxi operators. Operation system is to be established by using related servers from current central center and those brand new server devices for payment/settlement/interface. Additional devices may be introduced if there are additional requests or increase in expected number of transaction.

4.3.4 DW Records of card usage ad settlement will be extracted per day and stored into DW after revising previous data and new data input. There will be Mart for every section and stored data will be shown in OLAP display to help end users with their decision-making. By establishing DW system, transportation transaction records, reload and settlement records will be distributed to end users.



4.3.5 Monitoring System This system is necessary in order to monitor the operating system of the Integrated Smart Card System. It also provides most of the system’s operation status and real-time trouble monitoring function such as the bus, rail, taxi, settlement and value reload. In case where trouble occurs, it is presented through the status board, alarms, and flashing lights. The screen Layout or functions may be modified according to local standards or demands.

4.3.6 Mobile Mobile users can load value to their handsets thru various media and, then, pay service charge for the service to the media and Mobile Pay pays loading service charge to the media.

Payment

On-Line Game

On Line Purchase

Portal

Mobile

T-Money

Value Loading

Transfer fromBank or CreditAcct.

Tele Banking

Phone Bill Credit Card

Gift TransferAuto Top-up

AutoTop Up

Payment for Loading& Loading Service Charge

Card Service Fee

Service Charge& Loading Commission

Payment & Service Charge

PP Money

Internet

T-Money

Mobile T-Money Users

Mobile devices can be loaded and used exactly like T-Money Plate cards.

Application or Device Sales

Figure 15. Mobile Business Architecture



4.3.7 Non-transit service Non-transit service is the constructed system that deals with payment transaction data using Payment terminal. 1) A. Merchant Terminal System Merchant Terminal System is the system that executes granting of ID to terminal operated by Operation company and managing merchants. Merchant terminal should comply with the details of transaction definition and the transmission protocol defined by KSCC. Since reload system and non-transit system can be managed separately according to the merchant type, management of merchant/merchant terminal will be managed separately from reload service. Merchant and merchant terminal is to be operated and managed by operating company using web-based management function. Merchant management : � Function of registering / adjusting merchant information ‚ Since merchant information should be guaranteed data integrity in operating company, it uses merchant ID and merchant terminal ID issued by operating company. 2) B. Non-transit Clearing System Non-transit clearing system generates basic data for settlement, authentication of transaction data and management through Transmission System. Basic settlement data will be provided to operating company through web.

4.3.8 Customer Portal It supports the operation company introduction and organization chart as well as the FAQ and Q&A needed when using the traffic card, issue/reload/refund requests as well as card loss reports for citizens, conduction status inquiry functions, recharge information for recharge merchants, manages recharge deposits, and supports the error reporting function for the reload devices.



4.4 Infra Structure

4.4.1 Overall System Architecture Our Solution will consist of the Back-end Central Solution and various Front-end solutions which including Bus Depot Facility, on-board devices such as Bus Driver Console (BDC) and Fare Payment Device (FPD), PDA Mobility and Reload/Payment Terminal.

Figure 16. System Architecture



Our Solution has many architectural features, some of which are presented below:

l Open-based Architecture

Our Solution will be based on open architecture to ensure operational stability, scalability, and Interoperability.

l Maximum Availability

Our Solution will be able to continue functioning even when network failure occurs between the Central Solution and the Depot Facility. The same is true between the Depot Facility and the on-board devices in the bus. These are all in view of maximising system’s availability. It is our core objective to ensure no downtime for our solution during its operational time.

l Secured and Protected Data

In order to prevent loss of important data such as transportation transaction data, the architecture of our Solution will enable tracing and monitoring functions on the data transfer process from the device such as BDC and PDA to the Central Solution. Our Solution will arrange and operate appropriate devices according to systematic relations by different users and locations.



4.4.2 Hardware/Network Architecture Our Solution will be composed of many hardware components having predefined functions and specific role to play- all in view of system availability, high performance, and security. The diagram below presents the Hardware Architecture that will run the solution.

Figure 17. Hardware/Network Diagram

As in the diagram above, our Solution will be consists of the following sub-components.

l Central Solution

Responsible for the operation and monitoring of the each Solution which includes data collection, management, and monitoring.



l Depot Facility

Is the medium for collecting/sending various data between on-board equipment including BDC and Central Solution. It provides functions which enable the Depot Staff to query various reports needed for operating and monitoring the status of on-board bus devices.

l Reload Terminal

Reload Device will mainly be installed at the reload agents and will be used by customers to reload value to their smartcards.

l Total Mobility

It will be based standard infra for u-payment system. In addition, as extend to payment system for public or private sector, both improvement of customer service and field operations are can be achieved by using PDA mobility solution.



4.4.3 Software Architecture Our Solution’s Software Architecture consists of a number of Third Party Software, tools, database, and operating system. The various software stated are grouped together to come up with a interconnected solution designed to ensure optimal compatibility, interoperability, and scalability based on the open platform architecture

Figure 18. Software Diagram



5 Operation Plan

5.1 An Operation and Maintenance Plan

5.1.1 System Operation and Management Objectives Using the experience of existing Integrated Smart card system operators and automation tools available and by transferring technologies to and cooperating with transportation department to maintain and operate reliable and optimized systems.

Figure 19. System Operation and Management Objectives



5.1.2 System Operation and Management Plan Following systems implementation, the operations team is to deploy an emergency contact network to address any future emergencies with the data center, application system, and smartcard infrastructure services and assign maintenance personnel to resolve system errors in sustaining a unified operations support system.

Organization Service Range of Maintenance

Operations Team

Center

• Regular systems hardware inspection and monitoring, as well as management of systems performance, capacity, and architectural change.

• Regular upgrading of commercial applications, version management, data backup, allocation, and backup center management.

• Network monitoring and operation using NMS. • DBMS backup, performance optimization, and

systems recovery. • Management of central control, access control,

emergency power, HVAC, etc.

Application System

• Regular systems inspection (exc. redevelopment), system performance enhancement, and systems functionality change.

• Issuance, reload, collection, settlement, management, customer service, and center operation application.

Smartcard Infrastructure

• Inspection and on-site support for validators and reloaders

• Provision of trial validator units and training on repairs.

• Validator and reloader status management and log management.

• Request for analysis of smartcard infrastructure obstacles.

• Validator program upgrades.

Table 18. Range of Maintenance Coverage by the Operations Team



5.1.3 Maintenance Team Ensuring prompt response to center, application operation, and smartcard infrastructure affairs, operating a systematic maintenance unit, and providing for a realistic testing environment and smartcard infrastructure supplies in supporting an optimal system operations environment.

Figure 20. Maintenance Team



5.2 Training Plan

5.2.1 Training Overview A training team will rely on experiences from implementation of Seoul’s smartcard system and a wide array of training materials to educate AFC operators and thereby give them the ability to operate and manage Volgograd’s AFC system.

Figure 21. Training Overview



5.2.2 Training Team and Training Candidates The project manager is to assign a leader of the training team to ensure effective training of Volgograd personnel. The training team leader is in turn to develop the necessary training courses and conduct the training prior to completion of the system implementation. The leader is also to discuss with hardware, software, application development, and operations leads regarding selection of instructors and training locale.

Figure 22. Training Team and Training Candidates

5.2.3 Training Plan The training team is to start providing repetitive and pragmatic technical training to system operators at the kick-off point. The team is to utilize a variety of training materials to ensure unassisted systems operation capability in the operators.



Figure 23. Training Plan

5.3 Operation Transfer Operation transfer is to transfer Integrated Smartcard System related technology to operating company’s operator and user. This will help operator understand system’s internal mechanism and functions in means of system operation and application. Moreover, it will help operator understand expansion of future integrated smartcard system and system mechanism if interface with related system is necessary. The technology that is being transferred includes essential technology during installation period of integrated smartcard system. Operation transfer is to have system user and operator acquire new information and system development by continuing technical support and consultation.



5.3.1 Operation Transfer Method

5.3.1.1 Operation Transfer Procedure

Figure 24. Operation Transfer Procedure



5.3.1.2 Principles

① Cooperated participation from the beginning of installation - Person in charge shall participate to get used to essential technology

that is being used in each training session, segment and development environment.

② Person in charge’s cooperation from the beginning of test period - Acquire management skill and individual system operation skill - Acquire exceptions management and risk management skill

③ Opening of expert training session if requires concentration - Repeat of practice-driven training - Acquire new technology upon new technology development

④ Phased and organized propulsion period - Build up an organized technology transfer scheme

⑤ Technology acquirement by site practice training - Individual operation is the final goal of technology transfer

KSCC will transfer above mentioned technology as well as additional know-how’s from many years operation.



[List of Abbreviation]

A AFC Automated Fare Collection system AIM Advanced Incident Management AP Access Point APA Accident Prevention & Avoidance APTS Advanced Public Transportation System ARS Automatic Response Service ATC Advanced Traffic Control ATE Automatic Traffic Enforcement ATIS Advanced Traveler Information System ATMS Advanced Traffic Management System AVHS Advanced Vehicle & Highway System B BIS Bus Information System BLT Build-Lease-Transfer BMS Bus Management System BOO Build-Own-Operate BOOT Build-Own-Operate-Transfer BOT Build-Own-Transfer BPS Bit Per Second BTO Build Transfer Operate C CCTV Closed-Circuit Television CDMA Code Division Multiple Access CMS Card Management System CPU Central Processing Unit CVO Commercial Vehicle Operations D DB DataBase DBMS DataBase Management System DOT Department of Transportation DRIVE Dedicated Road Infrastructure for Vehicle Safety in Europe DW Data Warehouse E ETC Electronic Toll Collection



F FFM Freight & Fleet Management FND Flexible Numeric Display FW FirmWare G GDP Gross Domestic Product GIS Geographic Information System GNI Gross National Income GPRS General Packet Radio Service GPS Global Positioning System GSM Global System for Mobile Communication H HCI Highway Capacity Improvement HDD Hard Disk Device HHC Hand Held Computer HMM Hazardous Material Monitoring HSM Hardware Security Module HVM Heavy Vehicle Monitoring I IPS Intrusion Prevention System ISO International Organization for Standardization ISP Information Strategy Planing ISTEA Intermodal Surface Transportation Efficiency Act IT Information Technology ITS Intelligent Transportation System K KIPA Korea Software Industry Promotion Agency KOICA Korea International Cooperation Agency KSCC Korea Smart Card Co., Ltd L LAN Local Area Network LCD Liquid Crystal Display LSAM Load Secure Access Module LTO Linear Tape-Open M MOE Measures Of Effectiveness N



NAT Network Address Translation NMS Network Management System NTP Network Time Protocol O O-D Origination – Destination OECD Organization for Economic Cooperation and Development OLAP On-Line Analytical Processing P PCS Personal Communication Service PDA Personal Digital[data] Assistant PDP Plasma Display Panel PFI Private Finance Initiative PROMETHEUS Programme for a European Traffic with Highest Efficiency

and Unprecedented Safety PSAM Payment Secure Access Module PSTN Public Switched Telephone Network PTIS Public Transportation Information Service PTM Public Transportation Management R RAM Random Access Memory RAS Remote Access Services RISC Reduced Instruction Set Computer RGS Route Guidance Service S SAM Secure Access Module SAN Storage Area Network SIM Subscribe Identity Module SMS Short Message Service SOC Social Overhead Capital SQL Structured Query Language T TFT-LCD Thin Film Transistor Liquid Crystal Display TIS Traveler Information Service TRIS Traffic & Road Information Service U UPS Uninterrupted Power Supply V



VAT Value-Added Tax VPN Virtual Private Network W WAS Web Application Server WMATA Washington Metropolitan Area Transit Authority WPA Wi-Fi Protected Access

Proposal for Automated Fare Collection System & Service · Proposal for Automated Fare Collection...

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