Controls COVID19 spreading while allowing normal economic activities
Why COVID-19 is spreading fast?
The biggest reason why Coronavirus is so easy to spread in the community is that infected persons have an incubation period of about 14 days, and there are no obvious surface symptoms.
Many people do not know if they have been in contact with incubators. If the use of blocking strategies such as closing schools, closing in-door gym., closing movie theater, & closing the border, it can only be solved the problem in the shorter term.
In the longer-term, it not only affects the normal life of citizens but also causes huge economic losses.
The Mathematical Model of Coronavirus Spreading
No Blocking Curve in RED; Blocking Curve in Yellow
Mathematically, assuming the infection rate is 2% and the average size of people gather in the public areas is 600 people.
If the community do nothing to identify the incubators and alert them not to enter public areas, in 84 days, the total infected people can grow to 3 million; on their other hand, if we block 80% of incubators, the infected number can be reduced drastically to less than a thousand.
Our System based on the Mathematical Model
The most effective way to implement the mathematical model is to use the smartphone registration app and also to install dedicated terminals in public places such as a library, cinema, school, and gym to record where and when the citizens have visited.
When a person is reported as virus-infected by medical authorities, the system immediately puts all persons who appear in the same place at the same time as the confirmed patient into an Alert list and transmits it to all terminals.
The Alert list is valid from one day to fourteen days, depending on the date of contact.
This system gives a friendly alert to potential incubators when they are entering public areas.
Privacy and Security: There is no personal information including phone number, name, ID, address are recorded on the system server. The user’s phone number is converted to an irreversible unique ID. The system will not be able to track and to trace the user.
The major benefit of EMV Contactless certification
It relies on cards for which the certification is very thorough and a virtual guarantee of interoperability between cards and terminals.
However, for EMV, the validator (and the whole chain up to the Acquirer) must be PCI DSS Certified.
Using EMV contactless bank cards as secure ID media
It is a common way of using EMV contactless bank cards for public transportation.
This approach is employed by TFL (Transport For London). It consists of checking that a card is genuine and has not been black-listed when it is used for validating.
In standard EMV contactless transactions, the card has authorization for a small amount until the next chip and PIN transaction, typically a maximum of 20 Euros and when it is used, the counter is decreased from the amount paid. The transaction can be done offline. When the amount is reached, an online connection and/or PIN transaction is necessary to authorize the payment and reset the counter.
On the other hand, in transport, validators check that the card is genuine, acceptable and not hotlisted. This is performed in real-time and does not require an online transaction. Then a £0 transaction is triggered for every tap. Validators’ hotlists are regularly updated.
An authorization for an amount greater than the maximum trip is requested from the back-office to the bank. If the requested is accepted, this reserves the amount and therefore guarantees payment. If the request is denied, the information is then sent to validators to update the hotlist. This has for consequence that the first usage is always allowed.
The issuing bank will cover the cost of the very first trip, even when the account was blocked.
Major shortcomings of ABT
Network availability shortcoming
Traditional ABT systems rely heavily on networks as transactions are processed in a back-office server, which is not available when the network is down.
ABT terminals can buffer the transaction request and send the request to the back-office when the network connection is resumed. In that case, the terminal takes the risk of emulating a successful transaction for media that are linked to accounts that cannot be charged for lack of funds or for any other reason.
Concessionary profiles
As “pure” ABT POs only contain an ID, unless a network connection is available, there is no way for a terminal to ascertain whether the PO holder is entitled to concessionary fares.
Ticket inspection
As the information relative to ABT transactions is registered in back-office (and optionally in validators in addition to being stored in back-office), inspecting POs also requires accessing the back-office system.
In the metro, train, and in some bus and tram networks, ticket inspection is performed away from the validator/gate which means that relying on accessing the data directly from the validator/gate used by the traveler for inspection purposes is simply not feasible.
Others generic issues related to EMV :
Risk management
Data centralization
Susceptibility to hacking
Certification
Interoperability
PO security
Conclusion
Key benefits of EMV contactless-based ABT include the fact that card issuing and after-sales service are covered by third parties (banks), enrolment is automatic for bank customers and interoperability is mastered successfully.
The drawbacks of ABT schemes are network dependent, ticket inspection may face legal issues, concessionary ticketing is hard to implement, and finally that it removes some of the independence of transport authorities and operators.
Regional transit prepares to pilot fare card system five years after funding approved
A fully electronic ticketing system should be operational by the end of 2020
In 2017, Edmonton opted to sign a contract with Vix Technology to install the account-based electronic ticketing.
“It’s a very large and complex change, for our customers for our internal processes,”
ETS plans to test the new fare card system as a pilot for post-secondary and high school students in September 2020, before it becomes fully operational.
It costs Edmonton Taxpayers at least $27 million for the smart card system
Edmonton is going ahead with smart transit cards despite concerns they may not reduce the number of people who scam the system by using the LRT without payment.
The city has set aside $7 million to help pay for the scanners needed. The city will apply for grant money from the province to help pay the remaining $20 million.
Calgary Transit looking for a mobile ticketing system
The city spent five years working with automation solution firm Schneider Electric testing the CONNECT system, but technical issues caused the city to finally cancel the contract.
“[Calgary Transit] is seeking a Mobile Ticketing Solution (MTS) that will allow customers the option of self-service for the provisioning of transit fare products through a mobile application,” a statement on the website read.
Urban Mobility is a Mission of Canadian Urban Transit
The Canadian Urban Transit Association (CUTA) defines Integrated Urban Mobility as The ability for people to move easily from place to place according to their own needs.
By itself, this definition is quite general and open to discussion and interpretation. That is why CUTA supports the definition with the following statement: For CUTA, Integrated Urban Mobility is a people-focused goal that:
Starts with public transport service-connected to all modes of transport including walking, cycling, auto, and alternatives to transportation;
Enables door-to-door and seamless mobility throughout an urban area;
Designed for all segments of the population.
Conclusion
Mobile Payment is the foundation for Urban Mobility. It seems that in the race of the two sister cities of Alberta, Calgary is running fast and in the right direction.
The author has over 19 years of experience in the automated fare collection industry. The latest development of mobile wallets is worth looking into. To learn more, please visit mobileafc.net
The city spent five years working with automation solution firm Schneider Electric testing the CONNECT system, but technical issues caused the city to finally cancel the contract.
The revival of a potential mobile ticketing app comes two years after the city canceled CONNECT, a card-based system that would have allowed Calgarian’s to do away with exact change or cash for bus fares.
“[Calgary Transit] is seeking a Mobile Ticketing Solution (MTS) that will allow customers the option of self-service for the provisioning of transit fare products through a mobile application,” a statement on the website read.
From June to September 2019, we tested My Fare, a mobile payment system that will provide additional options for buying and displaying transit fares. The test went well, and now we’re entering the next phase of developing the system. Stay tuned for updates.
Reasons Why Public Transport is Not Moving to Mobile Ticketing?
Mobile phones are so popular nowadays, so why don’t transit agencies around the world decide to move to mobile ticketing?
The reason is stemmed from the availability of a technology that can support most of the smartphone and have a fast transaction speed like the legacy smart card. Here the two popular technologies and their problem:
1) NFC based (Near Field Communication)
NFC is the technology used in the legacy smart card for automatic fare collection (AFC). By incorporating an NFC chip inside a smartphone can enable the smartphone to be used as a legacy smart card.
With the launch of Apple Pay, NFC based payment in 2014, people believe that NFC will be the ultimate solution for AFC.
However, on the Android side of the smartphone, NFC is getting unpopular especially for the high volume low-end smartphone under US$ 200. This is a major setback for NFC is a solution for fare collection.
2) QR Code-based
With the popularity of 2 payment giants in China, Wechat Pay, and Alipay, the QR code-based payment method suddenly gain popularity in China as well as in Asia.
QR code payment method is available for all smartphones (IOS and Android OS). Unlike NFC based payment, QR code-based is an online payment system that requires server verification for the transaction. The transaction time will take more than 3 seconds. This speed is not acceptable for public transportation, especially for busy cities.
In China, there is a work-a-round using off-line based QR code payment by trusting that the user will have sufficient funding. This is workable in China because all smartphone users have to register their name and personal information and get verified. However, it won’t work in most of the countries in the West due to the privacy act.
Conclusion
Calgary Transit is moving in the right direction for a mobile transit payment.
“Convenience, security, and reliability are the priorities of the system”, Calgary Transit.
But hope that the system is designed to handle high transaction traffic during the rush hours when Calgarians go to work.
The mobile ticketing failure for Oilers at the Rogers Place is a good lesson to learn.
The author has over 19 years of experience in the automated fare collection industry. The latest development of mobile wallets is worth looking into. To learn more, please visit mobileafc.net
For years, a common request from regular public transit riders has been the creation of a Compass smartphone app that provides a new way to pay for transit and access route information. This also happened to be a frequently submitted idea in TransLink’s recent public consultation for Transport 2050.
“We’re not going to have a Compass app anytime soon,” TransLink.
“Our view is that right now, the better approach is to tap on your smartphone if you have NFC or a chip with your contactless credit card. A smartphone app will require a new generation of our Compass system that you can use an app on your phone.”
Besides the Compass Card and wearable products, the fare gates and card readers accept all three major credit cards, as well as Apple Pay, Google Pay, and Samsung Pay.
TransLink launched it’s New Mobility Lab (NML) program today
TransLink launched it’s New Mobility Lab (NML) program today, which seeks researchers within the BC academic world to explore mobility themes spanning a range of disciplines that have relevance to Metro Vancouver.
The Canadian Urban Transit Association (CUTA) defines Integrated Urban Mobility as The ability for people to move easily from place to place according to their own needs.
By itself, this definition is quite general and open to discussion and interpretation. That is why CUTA supports the definition with the following statement: For CUTA, Integrated Urban Mobility is a people-focused goal that:
Starts with public transport service-connected to all modes of transport including walking, cycling, auto, and alternatives to transportation;
Enables door-to-door and seamless mobility throughout an urban area;
Designed for all segments of the population.
Mobile Payment one of the key elements for Urban Mobility
Reasons Why Public Transport is Not Moving to Mobile Ticketing
Mobile phones are so popular nowadays, so why don’t transit agencies around the world decide to move to mobile ticketing?
The reason is stemmed from the availability of a technology that can support most of the smartphone and have a fast transaction speed like the legacy smart card. Here the two popular technologies and their problem:
1. NFC based (Near Field Communication)
NFC is the technology used in the legacy smart card for automatic fare collection (AFC). By incorporating an NFC chip inside a smartphone can enable the smartphone to be used as a legacy smart card.
With the launch of Apple Pay, NFC based payment in 2014, people believe that NFC will be the ultimate solution for AFC.
However, on the Android side of the smartphone, NFC is getting unpopular especially for the high volume low-end smartphone under US$ 200. This is a major setback for NFC is a solution for fare collection.
2. QR Code-based
With the popularity of 2 payment giants in China, Wechat Pay, and Alipay, the QR code-based payment method suddenly gain popularity in China as well as in Asia.
QR code payment method is available for all smartphones (IOS and Android OS). Unlike NFC based payment, QR code-based is an online payment system that requires server verification for the transaction. The transaction time will take more than 3 seconds. This speed is not acceptable for public transportation, especially for busy cities.
In China, there is a work-a-round using off-line based QR code payment by trusting that the user will have sufficient funding. This is workable in China because all smartphone users have to register their name and personal information and get verified. However, it won’t work in most of the countries in the West due to the privacy act.
Conclusion
The popular account-based ticketing isn’t a complete mobile payment technology, because most of them are using contactless credit cards.
Effort should be spent on technology innovation to make Compass card a true mobile payment system supporting all IOS and Android phones.
The author has over 19 years of experience in the automated fare collection industry. The latest development of mobile wallets is worth looking into. To learn more, please visit mobileafc.net
According to TfL, London hit an accumulated total of 1 billion contactless payments in 2017. Contactless was first introduced to London’s transport in September of 2014, and in less than four years it was already set to overtake oyster journeys.
It is predicted that this pattern will continue with 1.5 billion contactless journeys estimated to be made by 2025.
£400m unclaimed on Transport for London Oyster cards
Oyster used to be the go-to way of paying for travel around London, but 66 million of the blue plastic cards haven’t been used in at least a year. And while they languish forgotten in drawers, bags, and wallets, Transport for London (TfL) has amassed a fortune in unclaimed balances and deposits – now worth almost £400m.
Oyster card to Contactless card conversion is basically a London card to the US credit cards.
1 billion payments on average of £4.90, mean £4.9 billion transaction business giveaway to Visa/Mastercard of United States.
Account-base ticketing is basically American-based ticketing.
Conclusion
London has missed a big chance to develop its own cashless payment industry with the strong user base of the Oyster card.
London did not learn from the success of the Octopus Card of Hong Kong, used to be a British colony before 1997. Octopus Card has been the most popular cashless payment from transportation to retail markets despite the challenge of traditional credit cards and the new Alipay from China.
UK should give up the tradition as a follower of the US and it is time for the UK to rebuild its identity. Effort should be spent on technology innovation such as to make Oyster card a true mobile payment system supporting all IOS and Android phones.
The author has over 19 years of experience in the automated fare collection industry. The latest development of mobile wallets is worth looking into. To learn more, please visit mobileafc.net
SimplyGo is not replacingexisting payment methods such as EZ-link cards, but rather, providing commuters with another choice.
Senior Minister of State for Transport Janil Puthucheary first announced the scheme in Parliament last month, following a two-year trial which began in 2017.
Mastercard Singapore saw 26 million transactions from 100,000 users during the 2 years trial period began in 2017. It expects numbers to increase with SimplyGo’s official launch.
It was found that of the 80 people observed tapping in/out of the MRT station, only 15 of them were using a credit card for payment – less than 20% of the whole sample!
SimplyGo’s biggest advantage is that you can now earn credit card rewards with your public transport payments, something that was not readily available before – topping up your EZ-Link using your credit card at the ticketing machine, unfortunately, doesn’t give any rewards.
Benefits and drawback of EMV Contactless Account-based Ticketing
Key benefits of EMV contactless-based ABT include the fact that card issuing and after-sales service are covered by third parties (banks), enrolment is automatic for bank customers and interoperability is mastered successfully.
The drawbacks of ABT schemes are network dependent, ticket inspection may face legal issues, concessionary ticketing is hard to implement, and finally that it removes some of the independence of transport authorities and operators.
SimplyGo, account-based ticketing, is a giveaway to Visa and Mastercard
Since 2002, EZ-Link has issued more than 40 million EZ-link cards. If on average of SG$500 usage per card per year, there are SG$ 20 billion processed every year.
Introducing account-based ticketing like SimplyGo simply giveaway the Singapore business to US-based Visa and Mastercard.
Conclusion
Singapore has overtaken the U.S. to become the most competitive nation in the world, according to the World Economic Forum (WEF) 2019.
Singapore should remove the tradition as a follower of the West particularly the US.
Singapore government including LTA should spend the effort to make EZlink a Singaporean cashless payment from public transportation to different vertical markets.
Effort should be spent on technology innovation to make EZlink a true mobile payment system supporting all IOS and Android phones.
The author has over 19 years of experience in the automated fare collection industry. The latest development of mobile wallets is worth looking into. To learn more, please visit mobileafc.net
