The on again, off again iPhone SE2 is on again now that Delphic oracleanalyst Ming-Chi Kuo has checked in. As I wrote before, the iPhone/Apple Watch 2019 lineup is now entirely global NFC. The price cuts are great but there needs to be a lower priced entry model below the iPhone XR with:
Touch ID that removes the Face ID face mask problem in markets like China and Japan. This issue is a constant blind spot in the western tech press ‘In-screen Touch ID vs Face ID’ debate.
A13 Bionic for superior battery performance and Express Card with power reserve
Cheaper battery friendly Haptic Touch instead of the more expensive battery hungry iPhone 8 3D Touch.
There kind of device is perfect for the Japan and Hong Kong markets:
The rumored A12 chip iPhone SE2 may well be pie in the sky, but that doesn’t mean that there isn’t market appeal for an inexpensive global NFC iPhone for places like Japan and Hong Kong. Those markets have highly integrated transit networks coupled with highly evolved transit card systems like Suica and Octopus. With both of these on Apple Pay there’s a good opening for a small SE size inexpensive global NFC iPhone, it would do very well.
I imagine the iPhone SE2 could do well in a lot of markets.
The last one is a small step with big implications that people are only beginning to see. Instead of a plastic card that is read into Wallet or added to Wallet with a 3rd party app, Suica creation is now a basic function of iOS 13 Wallet that works with other Apple Pay cards from anywhere to add money. Suica is part of iOS. Think about that.
All of these developments have been driven by Suica, this is why Suica is the Apple Pay bellweather. Transit card creation in Wallet and adding money with Apple Pay cards from anywhere will undoubtedly be part of Apple Pay Octopus and migrate to other Apple Pay Transit cards over time. If you want to see where the Apple Pay puck is going, keep an eye on Apple Pay Suica developments. What arrives on Suica first becomes standard later.
Technology is hard to cover well in a way that’s clear and easy to understand, that educates and elevates without dumbing down the technology or it’s intended audience. Technology like Apple Pay Suica is especially hard to cover well because it is multifaceted: it merges the Apple Pay platform of Global NFC technology deployed on iPhone and Apple Watch, with the Suica Transit Platform of FeliCa NFC deployed for transit and eMoney on a national scale, and how Apple delivers all of this to a global user base.
With so many parts it’s difficult to explain the greatness and importance of Apple Pay Suica, simply and clearly, and what connects it to Apple Card. Ken Bolido who is the production lead and creative director for Austin Evans, has created a video titled Apple’s SECRET Weapon aka Your iPhone has Super Powers…in Japan. Ken ‘get’s it’ and captures all of it brilliantly: why Apple Pay is Apple’s Secret Weapon, how Apple Pay Suica is a perfect embodiment of that secret weapon, and how it relates to Apple Card. If you want to understand any of this and how it will play out, watch Apple’s SECRET Weapon. It’s essential viewing and a perfect primer for the role Apple Pay Suica will play in the 2020 Tokyo Olympics.
Nevertheless, people like me are intrigued by the multiple Express Transit card support in Wallet for native transit cards and EMV payment cards. I use Apple Pay Suica everyday and decided to turn on EMV Express Transit to see if there is any performance overhead. There is.
After a week of testing I can definitely say that turning on EMV Express Transit and using Apple Pay Suica is a bad dance. Express Transit momentarily forgets which way the NFC reader needs to spin. Instead of a smooth Suica waltz, there is a momentary pause and uncomfortable interlocking of arms. EMV Express Transit seems to introduce some new NFC dance steps into the usual read/write process that slows things down at transit gate readers a little and store readers by a noticeably wide gap.
Take it with a grain of salt as I can only test Apple Pay Suica + EMV Express Transit on a single iPhone XS running iOS 13 beta 7. Other devices running iOS 12.4 or the official iOS 13 release may be OK. A good rule of thumb is to forgo multiple Express Transit cards and stick with a single Express Transit card. Leave EMV Express Transit off if you don’t need it.
I’d love to hear any Apple Pay Suica + EMV Express Transit user feedback, please tweet @Kanjo if you have some observations to share.
while QR codes have proven remarkably effective at meeting most people’s mobile payment needs, it seems ill-suited for public transit compared with NFC. Since NFC relies on radio waves, payment requires only a tap of the phone. There’s no need to wake it up or turn the screen on, making it as convenient as traditional transit cards.
The limitations of the <QR> technology are apparent even as cities race to install QR code scanners in turnstiles across the country. Over time, though, the inconvenience might be enough to nudge China away from its reliance on QR codes.
The long answer requires a quick look at transit gate technology evolution. The success of Suica can be found in its development process, a fascinating story by itself. The Suica card and transit gate were developed as one thing to replicate the ease of flashing a commuter pass to the gate attendant without stopping.
A video of old style paper ticket manned gates illustrates the start point. There is no physical barrier. People slow down to get their ticket punched but rarely stop. For a commuter pass the user flashed a wallet with a clear plastic window at the attendant and kept on going, shown at the 0:16 mark:
Shigeo Miki came up with an idea of using IC cards for tickets. The magnetic-type ticket automatic gates, which were in use since the 1980’s, had some inconvenient aspects. Old-style passes could be shown to attendants without being taken out of their cases. But to use automatic ticket gates, passengers had to take them out, pass them through the automatic gate, and then put them away again. He thought that was a decline in service quality…
This was the late 1980’s when IC cards were just coming into wider use, but not for transit. The Suica project had a large impact on Sony FeliCa development as did the Hong Kong Octopus project starting in 1992…
Furthermore, systems that read ID data from read-only cards and interact with the main computer each time someone goes through the ticket gate could not keep up with the enormous volume of data processing transactions in rush hour. So Miki and his fellow researchers perceived that the cards must be read/write types.
There we have it, the Suica project goals were: open gates, waving commuter passes, local processing. Magnetic strip paper ticket gates got faster, Omron states the speed is within 600 Milliseconds (MS), and better with the ability to handle and sort multiple tickets at a time. Suica is cool but nothing is cooler than watching the physical action of a well designed machine:
Despite development problems and a low research priority within JR East at the time, Suica success was achieved by moving the battery supply from the card to the gate and creating fast reliable performance with an illuminated target NFC ‘hit area’ tilted forward at 15 degrees, the same design you see today on the JREM EG-20 transit gate. The EG-20 already looks surprisingly similar to the open public transport gate concept. (Here’s a Japanese website that catalogs every JR East ticket device if you are interested)
Smartcard Transit Gates Compared Smart transit cards were an important development that revolutionized transit and launched successful systems such as Suica, Hong Kong MTR Octopus and TfL Oyster. However all smart transit gates are not equal. Compare the Malaysia Touch n’ Go gate speed with Suica on EG-20:
One of the commentators notes the crucial differences: FeliCa (used for Suica and Octopus) is the most efficient NFC protocol, 212 kbps minimum/847 kbps maximum, while Touch ‘n Go is mainly MIFARE Classic at 106 kbps an “early form of ISO 14443A, …the least efficient NFC protocol.”
There is another crucial difference: Japan transit gates are open by default and close only when needed, just like the old manned JR gates, while Malaysia and Hong Kong gates are closed on default or use old fashioned turnstiles. The combination of the Ferrari fast FeliCa combined with the well designed JREM EG-20 gate (and variants) that is default open, keeps people moving, best highlighted in a Pokemon Go event ‘Pikachu’ transit gate video:
Suica speed is part of what makes it fun but there is a serious reason behind it: major Japanese transit operators like JR East have to move a tremendous volume of people through a fixed station infrastructure space that cannot be enlarged. Bigger stations with more transit gates are not an option. So the system focus is using the fixed space infrastructure as efficiently as possible. That is why the Suica transaction speed is less than 200 MS, that is why a Suica transit gate must clear 60 people a minute.
Open Loop Multiple Protocol Transit Gates Compared Using EMV contactless with cards and smartphones, or QR Codes on smartphones for transit instead of native transit smartcards, is a step backwards from the fast read/write local processing model of Suica, and back towards read only centralized processing, one of the original system bottlenecks that Suica was designed to avoid. The QR Codes used for transit in China appear to be particularly slow and a poor match for high traffic stations. Poor gate design is certainly a factor here.
EMV has its own transit gate problems as well, as Singapore transit users found out in the recent rollout of EMV SimplyGo service there, things slow down:
It’s fascinating that Singapore’s Land Transport Authority (LTA) dumped the fast FeliCa (rated 200 millisecond transaction but Octopus clocks in at around 100ms) behind EZ-Link cards to roll their own faster CEPAS technology (rated 180ms transaction) but are now letting super slow EMV contactless (500ms plus and counting) on their transit reader infrastructure. It’s like ripping out all the cutting edge transit gate technology and replacing it with clunky old supermarket cash register technology.
The last comment in the first Twitter timeline is an important observation: most EMV transit is simply grafted onto the current transit gate infrastructure which was designed for something else, a factor contributing to unreliable performance, forcing users to adapt. Most of the multi-protocol transit gates in service are poor design. Central processing EMV supermarket checkout technology was never designed with transit in mind, so we get poorly designed technology bolted on poorly designed transit gates.
This leads to another EMV issue users have to adapt to: ‘card clash’. When EMV is bolted onto an existing system slapping a wallet on the transit reader doesn’t work anymore, the card has to come out of the wallet. This is still one of the nice things about plastic Suica cards. Young Japanese women in particular seem to enjoy slapping those cute little Hello Kitty wallets on the gate reader with a surprisingly hard thwack, stress relief perhaps? Chicago Ventra support offers insight on the current state of EMV transit:
Get your device ready, first, for fastest entry
“Card clash”: touch only your desired payment method
Multiple credit cards: always use the same card on the same device on transit readers
These are issues that Apple Pay EMV Express Transit is designed to fix by designating a single EMV bank card for transit but it cannot change the inherently slow EMV transaction speed or solve the limitations of EMV bank card architecture which is basically centrally processed read only. There are limits on how much the central processing read only model can achieve when fast, precise, local transactions are required. All EMV Express Transit does it designate a bank card that tells the transit gate reader: I am a real bank card, not a forged one, we’ll settle the bill later.
The Abacus article points out the slow uptake of NFC, blaming it on UnionPay, but it boils down to the PBOC flavored EMV spec itself:
Each card organization has formed its own specifications based on the EMV specification based on its own business refinement and expansion, such as China UnionPay’s PBOC 2.0 specification, VISA’s VSDC specification and MasterCard’s M/Chip specification. Each specification follows the EMV specification for basic transaction processes and security mechanisms, but differs in terms of data element definition and extended application…PBOC based on the EMV standard, combined with the needs of domestic banks, the People’s Bank of China promulgated the PBOC series of standards: 1 PBOC1.0: e-wallet / electronic passbook / magnetic stripe card function 2 PBOC 2.0: E-wallet extension application, debit/credit application, personalization guide, contactless IC card standard 3 PBOC 3.0: Cancel e-wallet and electronic passbook application, cancel downgrade transaction, multi-algorithm extension, multi-application extension, mobile payment standard
Beijing and Shanghai Transit cards were originally MIFARE but instead of examining what technologies would be best for next generation transit needs, China simply migrated them to the much slower PBOC 2.0/EMV specification implemented on the China T-union transit card architecture. The China T-union card is country wide transit prepaid card spec for interoperable transit cards that can work everywhere, similar to what Japan has with Suica, ICOCA, PASMO, etc.
Unfortunately, instead of letting transit cards be transit cards, China Union Bank demanded the transit card be a slightly different credit card. The EMV transit problem all over again. The rollout of new format card issuance has also been slow and piecemeal.
Chinese users familiar with Suica performance find China T-union cards slower and less reliable at the gate, no surprise there. Because PBOC is slow EMV NFC spec 500 MS transaction speed and tightly chained to UnionPay, the transit gate performance edge is not great enough to ween users away from QR Codes and the point benefits of sticking with AliPay and WeChat Pay.
If the performance gain was similar to the huge Suica over QR difference, coupled with an open flexible backend for using different payment methods to add money, China T-union would stand a better chance of nudging QR users to NFC for transit. As it stands now, there’s no real difference between a UnionPay card and a China T-union card at the transit gate. One is post pay, the other is prepaid, 2 versions of the same thing, marginally faster than QR, but not much.
Whatever the causes for the current situation, it’s a perfect gift to Chinese QR code players, I suspect that the arrangement is also a profitable one for the Chinese government on some level because if it was not, they wouldn’t be adding QR Code readers to transit gates.
QR Codes for Japan Transit Some Japanese tech journalists have fretted about JR East not embracing QR Codes on transit gates because JR Central plans to completely eliminate paper tickets for the next generation Chuo Shinkansen. It’s less about QR and more about eliminating magnetic strip paper tickets. JR East does have limited QR code use for ticket purchases at station kiosks, we’ll likely see wide support of many cashless payment options, QR included, with the new JR East eTicketing system due in April 2020.
QR Codes have seen some limited use on local monorail systems such as Okinawa’s Yui Rail but Suica compatilbilty is coming to the system in April 2020. The next generation Super Suica that does a lot more for much less, will arrive in April 2021. QR Codes for transit use in Japan will reamain a small side show far away from the main attraction.
In summary, the use of EMV bank cards and QR Codes for transit all comes down to transit company priorities for safe operation, better customer service and long term business goals. My position has been and continues to be is that it’s a better long term business opportunity for transit companies to:
Offer robust support of bank cards, QR and digital wallets on the backend for adding money to native transit cards on digital wallets and plastic, where they are really useful and add value without giving control away to outside companies.
It’s a simple choice really, moving people quickly and safely by transit, managed wisely, is a license to make money. A company can either use that license to build something of greater long term value for the users and businesses of the transit region, a win-win, or give it away to someone else.