Handsfree touchless Mobile FeliCa payments technology based on UWB+Bluetooth on Mobile FeliCa announced by Docomo, Sony, NXP Semiconductors in December 2019. A new JR East touchless transit gate was also reported by Kyodo News around the same time and was confirmed by JR East. The new touchless payments technology uses FeliCa for transactions but uses a UWB+Bluetooth front-end instead of NFC.
No delivery date for touchless gates or touchless payments has been announced but as Junya Suzuki pointed out in his recent article, Japanese transit infrastructure investment runs in 7~8 year cycles. The Takanawa Gateway station opening and the Tokyo Olympics in 2020 are the kickoff for the next transit infrastructure cycle. I see 3 basic transitions for JR East and the other major transit companies.
Suica transition from legacy architecture to next generation ‘2 cards in 1’ Super Suica staring in spring 2021.
FeliCa transition from NFC only front-end to incorporate UWB+Bluetooth radio technologies for handsfree touchless payments. News reports suggest deployment of JR East touchless walkthrough gates starting in 2023.
QR Code transition from legacy magnetic strip and other paper ticketing. Testing and evaluation is due to start at Takanawa Gateway station in 2020 with new Suica+QR Code dual reader transit gates.
Next generation Suica and Touchless Mobile FeliCa represent an interesting twist in that both require a new version of FeliCa. My take is that the new versions of FeliCa OS are one and the same, and that both Super Suica and Touchless incorporate UWB and Bluetooth protocols for transactions in addition to NFC-F.
Zero-sum Game Reset? People are already complaining ‘oh no, not more JR East/FeliCa proprietary BS,’ but that snap judgement is way too early. Outside of the basic technologies we don’t know what standards are involved for handsfree touchless payments, but we do know that NXP is partnering with Docomo and Sony on the effort. That means MIFARE is already working on it too. JR East announced at the 2016 Tokyo NFC Forum conference that they are dedicated to working for open compatible transit payments (i.e. open ticketing between transit operators, not EMV).
Let’s take JR East at their word and assume that there is just one flavor of UWB+Bluetooth touchless, that it is fast, that it is open. In this scenario the same UWB+Bluetooth touchless front-end could be used by anybody from the large established proprietary players like EMV, FeliCa and MIFARE to open transit payment associations like Calypso. I hope this is the scenario that plays out. We don’t need a repeat of the ‘let’s make NFC A-B (Philips and Motorola) an open standard and shut NFC-F (Sony) out of the game’ nonsense that didn’t help anybody except QR Code players.
The Apple angle is interesting. Global NFC support put Apple Pay ahead of the curve. Apple putting UWB into iPhone 11 this year could be another ‘get ahead of the curve’ move so that everything is ready to roll with Super Suica on iOS 15/watchOS 8 in late 2021. I doubt anybody will see it this way, but I think touchless Mobile FeliCa and JR East plans for it are one factor in Apple’s decision.
Handsfree Touchless Smartcards? One very important question: does this stuff work on smartcards? So far only smartphones have been mentioned in the press releases. Indications are that Super Suica is launching with new IC smartcard issue, by necessity it will have be backwards compatible with current transit card IC infrastructure.
If JR East plans to deploy touchless gates systemwide starting in 2023, Super Suica plastic transit cards must work seamlessly with the new gates. It doesn’t make any sense to issue yet another card, Super Duper Suica, to work with handsfree touchless. It also doesn’t make sense if touchless is only for smartphones. If it’s going to work in the minds of transit users and be used at all, all of it has to work perfectly, out of the gate.
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.
Big things sometimes come in small packages. JR East, JR Central, JR West issued a joint press statement on September 20 that starting in April 2021, Suica-Toica-ICOCA commuter pass regions will be enlarged into one continuous virtual commuter region. This will cover regular rail lines and Shinkansen lines, and address current transit region ‘gotcha gaps’. The press release comes almost exactly one year after the JR East, Sony, JREM ‘Super Suica’ next generation transit card announcement, the start date coincides with the new transit card rollout.
This has big implications and fits with the scenario outlined in the Super Suica piece. The press release does not mention Mobile Suica, and only shows current style IC transit cards, but it’s important to remember that Super Suica is a next generation transit card architecture with a next generation FeliCa OS for both IC cards and mobile.
For Apple Pay Suica users this means that starting in 2021 all commuter passes for those IC card regions can likely be covered by one ‘Super Suica’, however details are few at this point. I hope to post an analysis of these developments soon. There is a lot to look forward to as Japanese transit companies prepare for the big, long term migration to the next generation transit card architecture.
This press release only covered the JR Group side, some grey areas remain. Now that the JR Group have an agreement in place to integrate their trunk line commuter pass regions, I expect that we will hear something similar for PASMO and other private rail IC transit card commuter regions at a later date.
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.
If you are familiar with the Japan Transit IC card system that started with Suica and grew from there, you might know the other major cards like JR West ICOCA and JR Central Toica. What about the JR Shikoku card? There isn’t one.
The problem dates back to the many bad decisions made by the Nakasone Government when they privatized JNR by breaking off small weak areas like Hokkaido and Shikoku as independent JR companies. It would have been much better if they had used the NTT privatization model of just two companies, East and West, which balance out weak areas with metropolitan hubs.