As predicted, a new version of Suica App is coming in tandem with the new JR East Shinkansen eTicket service launch on March 14. Suica App users must update to v2.6 by March 18, after that date older versions can no longer login to Mobile Suica.
A new Eki-net app that supports the new eTicket service should be coming at the same time. The old Suica App Shinkansen eTicket service ends March 13.
Automatic Apple Pay Suica ID# linking is dead You have to manually enter your Apple Pay Suica # in the fugly Japanese only Eki-net online site (not the iOS app). Unfortunately copy/paste from Suica App does not work well because the first 2 letters of the string must be entered via pull down menu (macOS) or scroll wheel (iOS) and the entry field cuts off the final 2 digits of the string. This is stupid UI design in the smartphone era.
Suica App Shinkansen in app purchases are dead, new eTicket Shinkansen reservations/purchases have to be made online in Eki-net. The current version of iOS Eki-net has not been updated yet and is only for old style ticket reservations and purchases.
All major transit IC cards can be registered for JR East Shinkansen eTickets on the Eki-net site.
The Missing From a system standpoint it’s clear that locally processed Shinkansen tickets directly downloaded to Apple Pay Suica/Mobile Suica are over. All JR systems will use the same smartEX approach of soft-linked transit IC card numbers with the eTicket information stored on the cloud.
We are losing Suica App Shinkansen in-app integration, iOS Eki-net app is not plugged in with Shinkansen eTicketing, taken together with backend system changes I guess JR East is breaking eggs to make a new omelette. Will things end end up bigger and better?
JR group cooperation is a classic cat herd, Shinkansen lines might be connected but they don’t appear to be cooperating on a deep level to integrate eTicketing systems, at least not from the outside. This needs to change. The JR East press releases details the Shinkansen eTicket system merger with JR West which operates the Toyama~Ishikawa section of the Hokuriku Shinkansen. There are a few minor updates on the JR Central EX system, details on the EX site (Japanese), but nothing that indicates more interoperability.
The challenges of operating a massive ticketing system smoothly while rebuilding it must be huge. It will be a longish migration of many moving pieces and even though we know what is going away, it’s not exactly clear what the finished service will include. Let’s hope JR East is up to the job when the real fun starts on March 14, and stay focused while aggressively fixing the inevitable bugs and problems during the transition.
The endless push pull of ‘this contactless payment works great for me’ that drives somebody else crazy is endless fascinating. We have more choices than ever: digital wallets, plastic cards, face recognition, NFC, QR Codes, etc. 5G and UWB promise to mix things up even more.
Ultra Wide Band enhanced FeliCa and MIFARE Apple CarKey? The evolution of EMV, FeliCa, MIFARE and other similar protocols as they transition from plastic smartcards to digital wallets devices opens up opportunities to include other radio technologies like Ultra Wide Band and Bluetooth in addition to NFC. Ultra Wide Band Touchless FeliCa on display at the Docomo Open House was all about cars, not Touchless walkthrough transit gates that will appear in a few years.
Touchless FeliCa makes great sense as a ‘NFC car key’ that utilizes UWB for operation at greater distance and better accuracy when needed. Touchless makes even more sense as a ‘keep phone in pocket’ touchless payment method for drive thru purchases. The addition of UWB into the mix makes smartcard protocols much more useful than just NFC. I would certainly welcome a smartphone UWB powered Touchless FeliCa replacement that ditches the need for automobile ETC cards and readers on Japanese expressways.
How UWB enhanced FeliCa would fit with Apple’s new CarKey feature said to be coming with iOS 13.4 is unknown but iPhone already supports FeliCa. UWB touchless support for iPhone 11 and later models is a logical evolution. Sony and Docomo are developing the technology with NXP which certainly means that MIFARE will also support UWB enhancements. The long history of FeliCa and MIFARE as keycard solution providers is a natural fit with Apple CarKey. NFC is the only protocol that has been discovered in iOS 13.4 beta CarKey framework so far but I would not be surprised if UWB code references turn up at some point.
The basic promise of 5G is that IT system designers finally achieve a nirvana of everywhere, always available, big pipe central processing without wires, the big cloud. The original Suica card design effort back in the 1980’s had to leverage local processing because central processing wasn’t up to the task of handling massive transaction volumes of a Tokyo-Shinjuku-Ikebukuro station at peak rush hour. This is why Suica cards are stored value by design, the FeliCa technology behind the card design delivers 200 ms and faster transaction times for local processing at the transit gate. What happens when 5G promises, in theory, to deliver 200 ms central processing?
Kill mag strip paper tickets first then Suica? As Junya Suzuki points out in his article ‘Is QR the future of Suica?‘, transit QR Codes on the complex Japanese transit network only need be a unique local passkey with everything else, verification, transaction, etc., done in the 5G cloud. The same concept applies for facial recognition systems where the registered face is the unique local passkey. With the power and speed of 5G, Suzuki san argues that the need for Suica-like local processing falls away. In his scenario all Suica needs to be is a unique passkey that can lose stored value functions.
However the old Tokyo-Shinjuku-Ikebukuro station peak rush hour central processing crunch problem remains. I’m not convinced super fast 5G enabled cloud processing is going to solve that problem any better or cheaper than Suica does now, and reliability is a complete unknown. We also have the next generation ‘Super Suica’ format and FeliCa OS coming in the next 12 months, the design goals here include a flexible, modular cloud friendly architecture and lower costs. Next generation Suica coupled with a flexible local processing~cloud processing backend may be a compelling solution that finally delivers a practical inexpensive Suica infrastructure to the little end of the line station which only gets a few trains or buses a day.
JR East, Hanshin and Osaka Metro are testing QR Codes and facial recognition ID ticketing to replace mag strip paper. As Junya Suzuki points out, mechanical paper ticket transit gates are more expensive to install and maintain than IC transit card gates but the real expense is mag strip paper recycling costs. Mundane but not surprising. The more important long term question is this: do transit companies keep the current more expensive cash base paper ticket fare vs less expensive IC card fare structures in place, or do away with it when QR Codes replace mag strip tickets? I don’t think we’ll see an answer to that question for a few years.
There is no doubt that 5G will enable new payment possibilities, and a lot of debate. But I don’t see 5G cloud completely upending and replacing the need for local processing and stored value cards. Both are evolving, both have their place. It doesn’t have to be, and should not be a one size fits all solution. Each approach has strengths that can be complementary and build a better stronger system.
For me it comes down to one simple thing. My Apple Watch can be buried under multiple sleeve layers but Apple Pay Suica works great going through rush hour transit gates every time. It’s the best argument for UWB enhanced FeliCa and MIFARE touchless transit gates and stored value local processing I can think of. QR can never match that, nor can face recognition…think face masks during an epidemic or pollen season.
In the next installment I hope to explore 5G and the evolution of digital wallets.
MacRumors reported that Apple Pay Express Transit support is finally arriving, bit by bit, on the TfL system after being announced back in May. I only noticed the piece because somebody threw a link to my site in one of the forum comments and the discussion has some interesting, and deliciously snarky, open loop bank cards for transit vs. native transit card debate.
The ‘Japan has a transit IC card problem’ angle is interesting. Yes, Japan does have a transit IC card problem, if you work for a bank credit card operation that wants to promote open loop, which I suspect is the case in the forum debate. The counter argument presentation-like power points are just too glib: to date no major transit system has junked native transit cards for bank cards, not even Oyster. Transit is a license to print money and the huge transaction volumes in Tokyo alone are mouth watering. The ‘problem’ for bank card players is how to angle for a bigger cut of the action.
Tech analysts love to talk about ‘value capture’. The current cashless payments frenzy in Japan is all about capturing users to sign on with a payment platform then growing the ecosystem with more and more services that users, hopefully, want to pay extra for. Nobody talks about this in the open loop vs closed loop debate. The bank that owns the credit card owns the customer going through the transit gate, not the transit company. Put it this way, JRE POINT that go back into free Suica recharges, Green Car upgrades, etc. are vastly different from bank card points, as are the business platforms they feed customers back into. Moving people are money in motion, who gets a cut and what businesses do with that cut is everything.
It an interesting paradox that Europe and America talk about privatizing public transportation in various degrees but to date only Japan and Hong Kong have built highly successful businesses based on ‘value capture’. The endless open loop vs closed loop debate always comes down to this: you can argue all you want about the parts but in the end it is meaningless. To truly understand things, you have to examine the whole business model, how everything fits together, and how that can benefit everybody while growing and evolving.
2022? If it’s going to take that long why bother announcing it now? I am sure that part of the reason for the long lead time is the next generation Suica card architecture (Super Suica) and FeliCa OS update coming in spring of 2021. All nine of the Suica sister transit IC cards under the Transit IC interoperability umbrella will need to switch over to the new transit card format to maintain compatibility: Suica, Toica, ICOCA, SUGOCA, Kitaca, PASMO, namaca, Hayaken, nimoca.
Right now Mobile Suica is the only transit card on mobile, and mobile offers service extras like downloadable Shinkansen eTickets. The next generation Super Suica format will likely extend mobile capability and mobile service extras to all nine cards. At the very least JR Central will have to retool the EX system for the new card architecture while maintaining compatibility with the current card architecture. It makes sense to upgrade the current EX system areas first and add Kyushu Shinkansen ticketing last.