Multiagency Electronic Fare Payment Systems (2017) / Chapter Skim
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Pages 44-57
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44 Among full-featured ABFS already deployed by agencies are at Ventra (CTA, PACE, Metra) and Transport for London (TfL)
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45 project implemented at selected subway stations by NYCT with MasterCard and Citigroup. In 2010, the demonstration was expanded to include select NYCT bus routes, select PATH stations, and NJ Transit bus lines.
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46 Function/Characteristics Card-Based System Account-Based System Fare Media î Closed system î Agency manages its own media î Security and data formats are proprietary î Closed or open system î Bank media (credit/debit/prepaid) may be accepted (use of ISO 8583)
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47 automatically mean a fare payment system is account-based. UTA deployed an open payment system, but does not run the customer account back office.
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48 Motivation for Developing an Account-Based System There were three major reasons that CTA chose an account-based open payment model. As described on the Ventra web's Frequently Asked Questions section (Featured Questions 2016)
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49 or deployment of an open payment/account-based system, it was the largest. Ventra staff and users were not prepared for the changes.
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50 Transition Approach Originally, the region planned to transition from the CC/CCP in September 2013. Planning required that the entire system -- buses, subway, and fare vending machines -- would go live all at once.
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51 commuter rail customers buying and displaying tickets; because up-to-date stored value balances, travel history, and payment transactions are provided through the mobile app, bus riders may be the major beneficiaries of the system. Because cards do not display the balance in a stored value account, the mobile app offers riders up-to-the-minute access to their most recent transactions and products.
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52 The following section examines the concept of payment convergence and emerging strategies and models, with case examples of pilots and deployments. Transportation Service Payment Convergence A transportation convergent payment system, in theory, would enable a traveler to pay for all transportation services, irrespective of mode, using the same account.
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53 The first example demonstrating the integration of car-sharing service with a transit fare card was implemented by the CTA and IGO car-sharing service. Details of this integration are described in the case example describing Chicago Card and IGO later in this chapter.
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54 mobile application that provides door-to-door trip planning to users. The app enables users to generate options for transportation services based on several criteria, including a favored provider or mode (see Figure 22)
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55 link and synchronization of customer account information; and at least one of the partners has a customer account management system. Although a transit agency may not benefit directly from the integration, it may benefit in other ways: Community service, traveler convenience through options, and agency cost efficiencies are a few elements reported by the partners in the examples.
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56 Initial Linking Approach In its current mobile app, DART has a page that links to "Connect2CAR." As seen in Figure 21, when a user selects a link, the related app reservation page is displayed (if loaded onto the user's mobile device)
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57 the choices to the customer, but it may address the technology level: Does the system include enough processing and storage resources to add new providers? • Integration complexity -- Although similar to scaling services, the integration complexity drills down to a detailed level of the open architecture.
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