US-based Magna, a mobility technology company, is supporting the accelerated shift towards electrification by carmakers with its all-electric connected powertrain, EtelligentReach. This latest innovation will be used for a new model that will debut this year. The complete system comprises 2 electric motors, inverters and gearboxes, and uses advanced software to maximize vehicle range and driving dynamics.
eDrive technology advancements and the holistic vehicle development approach of the EtelligentReach achieve a range increase that is said to be up to 145 kms, or 30% compared to certain production BEVs (battery electric vehicles) in this segment which is a key differentiator in the growing electrification space.
Magna’s intelligent operating strategy controls the two eDrives: the eDS Mid+ with next-gen eDrive technologies and decoupling on the front, and another eDS Mid+ with torque vectoring on the rear. This powertrain solution is said to set a new standard in range, driving dynamics and safety.
The next-gen innovations include Decoupling+, inverters with silicon carbide technology, and a boost function for a short-time increase of drive power (eg overtaking maneuvers). Magna’s Decoupling+ function on the front drive is unique in its competitive field and helps increase range without compromising driving dynamics and safety. Increased efficiency also reduces CO2 emissions, while the torque vectoring function can improve the safety margin by up to 10% by controlling each axle individually in all road conditions, as well as significantly reduce steering effort during dynamic cornering.
“This is definitely a story where the sum is greater than the parts,” said Tom Rucker, President, Magna Powertrain. “The EtelligentReach reduces range anxiety and improves driving dynamics, providing automakers with a complete all-electric powertrain system with AWD that is exciting and efficient. We can create maximum efficiency by precisely orchestrating how every component works in concert to achieve the best possible performance.”
Besides EtelligentReach for passenger cars, Magna also has EtelligentForce technology for light commercial vehicles (LCVs) like pick-up trucks. Also using the eDS Mid+ DCU at the front drive, there is a game-changing eBeam electrified beam axle at the rear, with an electric locking differential.
This eBeam technology is a direct replacement for traditional beam axles, requiring no restructuring to existing architectures. It utilizes existing suspension and brake systems designs, resulting in no compromise of payload or towing capacities. It is thus a structure-oriented design for high-payload vehicles with continuous-duty usage, a requirement of LCV operators.
With the shift to electrified vehicles speeding up in the industry’s pursuit of cleaner and more efficient mobility, Magna is enabling global automakers to electrify their vehicle platforms with a full range of hybrid and fully electric powertrain solutions.
Magna’s powertrain expertise is supplying power to the wheels, regardless of the power source. The company is able to supply traditional products as well as electrified components and systems to automakers as they migrate their vehicle offerings toward hybrid and electric vehicles.
Magna HDT
The company will also supply a Hybrid Dual-Clutch Transmission (HDT) to Mercedes-Benz for its next generation compact and mid-size vehicles, another example of Magna’s continuing transformation in the electrification of mobility. Two other HDT programs will launch soon with other global carmakers as the company further extends its foothold into powertrain electrification.
Maurizio Reggiani, the company’s Chief Technical Officer, remembers the huge impact the Countach LP 500 had on him and his professional growth. In his view, the new Countach LPI 800-4 has all the necessary characteristics to become part of the collective imagination.
The 21st century Countach LPI 800-4.
“The technical formula of the LP 500, with its V12 engine in a longitudinal position at the rear and the gearbox positioned in front behind the cockpit, led to a new way of imagining super sports cars in terms of both design and performance. The vertically opening doors, which debuted on the LP 500, and the mechanical layout remained unchanged, confirming the original choice. The Countach LPI 800-4 adds modern technology, including composite materials, improved aerodynamic features, and a 12-cylinder hybrid engine equipped with a supercapacitor and four-wheel drive. All elements that have not changed the extraordinary spirit of the original Countach,” he said.
Every single unit of the Countach LPI 800-4 has already been sold (in fact, customers placed their booking even before the official unveiling to the public). Most of the customers are enthusiasts who already own an original Countach model and couldn’t resist the temptation to configure their new Countach with the same colours as the classic one. They will be getting their cars during 2022.
The 1979 Countach LP 400S in ‘The Cannonball Run’ movie is considered historically significant enough that it is entered in the National Historic Vehicle Register of the United States Library of Congress.
From 1974 to 1990, 1,999 Countachs in 5 different series were produced, representing a model that, in addition to ending up displayed on the bedroom walls of an entire generation and being used in dozens of films, allowed Lamborghini to survive the most difficult years of its history and to enter permanently into the halls of legend.
Posters of the Countach have been among the most popular in the world and when the organisers of the 2021 British Motor Show polled visitors, the Lamborghini supercar launched 50 years ago was the top choice. Now, a series of official new Countach LPI 800-4 posters has been completed and are available online at lamborghinistore.com.
Omar Aqil, a Pakistani 3D illustrator and CGI artist, places the Countach in the centre of the incredible technological evolution of the last 50 years.Yegor Zhuldybin, a young Russian creator specializing in surreal digital collages, explores the integration of the new Countach into today’s world, balancing between the modern incarnation of the iconic model and the celebration of Lamborghini’s history.Shy.Studio, an independent motion graphics studio specializing in 3D animations and still life, is inspired by the influence of the vintage 1980s posters, reproducing the legendary Countach design in a modern setting mixed with abstract, tactile elements and objects that seem to come from another world.Andreas Wannerstedt, a Swedish artist known for his 3D works featuring hypnotic looped animations, proposes a reinterpretation that stages the encounter between nature and the most advanced human technology: the delicate shades of an imaginary sunset meet the clean lines of the Countach LPI 800-4.LRNZ (Lorenzo Ceccotti): graphic designer, motion graphics creator, animator and illustrator, highlights the extraordinary graphic qualities of the new Countach, focusing on extreme minimalism and high-tech vibrations.
Ken Block is well known for his thrilling, heart-stopping gymkhana series of videos where he has pushed Fords and then Subarus to extreme limits to entertain viewers. Earlier this year, he parted company with Ford and teamed up with a new carmaker – Audi. So he can now say he’s worked with American, Japanese and now German carmakers… maybe one day with Chinese or Korean too?
A new Hoonitron
His move to Audi is going to see him drive not just another specially prepared car with a powerful engine. In fact, it will be a major change for him as he will be doing his driving sideways using electric power. Audi has developed a special S1 e-tron quattro ‘Hoonitron’ for the American drift specialist and with this car, a new video (the working title is ‘Elektrikana’)will be produced which we will see sometime in the first quarter of 2022.
New interpretation of Pikes Peak car
The entire development, including the technology, of the S1 Hoonitron was conducted by Audi Sport at its own facility. Audi Design was responsible for the styling, which has been anything but a run-of-the-mill job for the design team. The challenges were tremendous as they aimed to create a modern, all-electric interpretation of the legendary quattro S1 Pikes Peak car. This car, evolved from the successful World Rally Championship-dominating cars, raced to the summit in the famous Pikes Peak Hill Climb in America, boosting the level of performance in the event much higher.
The S1 Hoonitron has two powerful electric motors and all-wheel drive, a carbonfibre chassis, and the full safety standards as prescribed by the FIA. How Audi Sport has boosted output from the motors to give Block the kind of power he will need for his tyre-smoking stunts remains a secret.
A new experience going electric
Last month, he got to know the car for the first time. “Audi gave me the opportunity to test it for a few days in Germany,” he revealed. “I’m familiar with a wide variety of cars using internal combustion engines and transmissions, but there were a lot of new things for me to learn here. Spinning into a donut at 150 km/h directly from standstill – just using my right foot – is an all-new experience for me! Our work was focused on getting the car and I used to each other. My thanks go to the whole Audi Sport squad for their outstanding teamwork.”
“The S1 Hoonitron combines a lot of what Audi was already famous for in the 1980s,” added Block. “For instance, the car’s spectacular aerodynamics have now been translated into a totally modern form. I think it’s cool that the Audi designers have been inspired by their own past and uniquely transferred the car’s technologies and appearance into the present.”
“The collaboration with Audi is a very special partnership for me. The brand and its passion for motorsport motivated me to get into rallying,” Block revealed. “That Audi has now developed this car for me and my team, and has joined us in our next project, has made a dream come true for me. The Hoonitron is writing the next chapter in our history and taking our Gymkhana story into the future.”
The Audi S1 quattro racing up Pikes Peak in 1987 with Michele Mouton at the wheel.
We’re certainly looking forward to seeing the new video and wonder if Audi will be able to convince the German authorities to allow him to do his spectacular driving in the carmaker’s home city of Ingolstadt. With his Fords, he’s burnt rubber on the streets of cities like London and Detroit, right in front of the police (who blocked off roads just for him).
Insane action from Ken Block’s Gymkhana series of videos with Ford (above) and Subaru (below).
Zeekr, the premium electric brand in the Geely Holding Group, is less than a year old, having been established early this year. Its first product, the 001, was introduced in April as the flagship of the Zeekr range, with first deliveries starting three months ago. . In the next 5 years, the young carmaker plans to introduce 6 different models to the market.
The electric mobility technology and solutions utilize Geely’s Sustainable Experience Architecture (SEA), with in-house developed battery technologies, battery management systems, electric motor technologies and electric vehicle supply chain support.
Zeekr collaborates with Waymo
Besides its own line of production, Zeekr is also collaborating with Waymo, an American which specialises in autonomous driving technology development. It is a subsidiary of Alphabet Inc, the parent company of Google. With Waymo, Zeekr will develop a new fully electric vehicle for use by the Waymo One autonomous ride-hailing fleet in the USA.
The plan
The new purpose-built mobility vehicle is being designed and developed at Zeekr’s R&D facility, CEVT (China Europe Vehicle Technology Centre) in Gothenburg, Sweden. This facility has a proven track record in developing class leading vehicles for the wider Geely Holding Group. Under this collaboration, Zeekr will be designing and developing the future vehicle on a new proprietary and open-source mobility architecture. Waymo will take delivery of the vehicles in the United States and will then integrate its fully autonomous Waymo Driver into the vehicle platform.
The new vehicle will be designed to be rider-centric from the outset, setting a new benchmark for autonomous vehicles. The new Zeekr vehicle has been designed for autonomous use-cases and will come with a fully configurable cabin, both with and without driver controls, that can be tailored towards rider requirements of Waymo’s unmanned ride-hailing fleet.
“Zeekr was born on the ideals of equality, diversity, and sustainability. By becoming a strategic partner and vehicle supplier to the Waymo One fleet, we will be able to share our experience, ideals and provide our expertise in collaborating on a fully electric vehicle that fits Waymo’s requirements for this rapidly expanding segment in the global market for sustainable travel,” said Andy An, CEO of Zeekr Technology.
‘Rider-first’ vehicle design
Waymo will integrate its ‘Waymo Driver’ into the new vehicle which is designed to prioritize the comfort, convenience, and preferences of users. The ‘rider-first’ vehicle will have a flat floor for more accessible entry, easy ingress and egress thanks to a B-pillarless design, low step-in height, generous head and legroom, and fully adjustable seats. It will have full compliance with U.S. federal vehicle standards and eventually be without a steering wheel and pedals.
The new autonomous vehicle developed with Geely will join this fleet that includes a hybrid Chrysler Pacifica and Jaguar I-PACE.
Tested in various conditions and climates
Waymo services have been tested in dozens of American cities spanning a diverse range of conditions, climates and topographies. They include New York City, which is the most densely populated city in the country, with busy avenues, unusual road geometries, complex intersections, and constantly evolving layouts.
The prototype vehicle used for the development of Waymo’s autonomous technologies.
The Waymo fleet that the Zeekr vehicle will join has hybrid Chrysler Pacificas and Jaguar I-PACE BEVs. It’s now been over a year that the company has been offering the world’s first commercial fully autonomous ride-hailing service – with no human driver behind the wheel – in the state of Arizona. Tens of thousands of rider-only trips have been done and more people are discovering the convenience of this type of mobility.
Vaccination does not make you immune to COVID-19 infection. You can still get infected and although you may not show symptoms, you could spread the coronavirus to others. Do not stop taking protective measures such as wearing a facemask, washing hands frequently and social distancing.
The recent flooding has had a severe impact on thousands of lives in Malaysia, and sadly, lives have been lost too. Properties have been heavily damaged and thousands of vehicles will require extensive repairs and replacement of parts, not to mention a thorough cleaning.
Many carmakers were quick to come forward and offer various forms of assistance to their customers so as to help ease the financial burden. As the scale of the damage becomes more apparent, it is clear that more help is needed and Proton has announced an enhanced assistance package for its customers whose cars were damaged in the floods.
The enhanced package now offers a 50% discount on selected replacement parts for all models, except for the X50 and X70. Towing services and cleaning of vehicles (exterior and engine bay) will also be done at no charge at authorised Proton 3S/4S service centres.
“Proton is deeply sympathetic to the plight of the victims of the recent floods as many of them consist of B40 households. To date, our service centres have received approximately 600 cars and we estimate there to be many more that will arrive in the coming days and weeks. Therefore, we have enhanced our assistance package in the hope that it will provide some financial relief to these families,” said Roslan Abdullah, CEO of Proton Edar.
For owners of the X50 and X70 SUVs, the discount for selected parts has been increased to 25% from the 20% that was previously announced. The discount for labour charges has also been boosted to 25%, which is applicable to all models (terms and conditions apply).
Additionally, customers insured under the Proton Insurance Programme (PIP) can also claim RM1,000 in flood relief benefits.
“Aside from the assistance package, the company is also negotiating with the banks to allow customers to pay for their repairs via instalment using their credit cards. This will further assist their cashflow as they will neither be charged interest fees nor have to come up with a lump sum payment,” added Encik Roslan.
Click here to locate the nearest authorised Proton Service Centre or call the Customer Care hotline at 1800-888-398.
From January 15, 2022, PLUS will have at least one lane at its toll plazas from Juru in the north to Skudai in Johor using the RFID (Radio-Frequency IDentification) system for collecting toll charges electronically. RFID is not new and has been known to Malaysian motorists since 2018, with early implementation on PLUS highways starting at some toll plazas at the beginning of 2020. Things may have moved faster but the pandemic and actions taken by the government suspending business activities for an extended period probably caused delays.
The use of RFID is the third form of Electronic Toll Payment (ETP) which began with the Touch ’n Go (TnG) tollcard in the 1990s, followed by the SmartTAG. With ETP, motorists could more easily pay their toll without having to interact with cashiers to pass over cash. The system therefore helps to speed up traffic flow through the plazas and also makes toll collection easier for the concessionaires. And in these times when social distancing is important to avoid transmission of COVID-19, ETP is obviously a better way to pay toll.
SmartTAG uses infrared system
While the TnG card requires touching the card with stored value on a reader, the SmartTAG unit takes the information from the card attached to it and sends an infrared (IR) signal (which travels at almost 300 million metres a second) to a transceiver overhead to validate and deduct the amount of toll payable.
It has been in use nationwide since 2005 and although there was a period when users experienced many problems with the slim units, that fault no longer exists and our experience with it has been 100% pass rate. Only on rare occasions has the been a problem and usually it has been due to the signal not being picked up. Most motorists now know to reverse a bit and try again, or just do it the manual way by tapping the TnG card on the reader by the side of the lane.
Complementary and reliable systems
So the TnG manual system and the SmartTAG contactless system are reliable ETP systems and they are complementary, ie the TnG card works with the SmartTAG unit by simply slipping it in. There is no need for the motorist to buy a different type of card, and the TnG card can also be used in many parking areas as well. EFKON Asia, the company making the units, has improved them to be able to also be recharged with a USB cable.
In recent years, some car companies have also installed card readers in their cars which are linked to an IR transmitter that works the same way. According to EFKON Asia, around 75% of the 270,000 new passenger cars and commercial vehicles registered in Peninsular Malaysia (until September 2021) were delivered with either a SmartTAG compatible built-in toll reader or portable device.
With the Touch ‘n Go card, payment of toll no longer required a cashier to collect money and all a motorist had to do was tap the card on a reader. It’s been virtually problem-free and often an alternative to use when the SmartTAG lane is having problems (the same card is used with the device).An early SmartTAG unit which brought contactless payment using infrared technology at toll plazas to communicate with he TnG card. This was a robust unit and many still have it as it was quite reliable, compared to the early slim units that were flawed.The slim unit had a lot of problems initially and it was only many years later that those problems were finally fixed. Today, the units (especially those marketed by EFKON Asia) are reliable enough. There are also devices using the TnG card that can be installed in the dashboard and some carmakers integrate these devices as standard accessories.
Why change something that is not ‘broken’?
There’s a saying (or question) – ‘why fix it if it’s not broken?’ – or more correctly, why change something that works well enough for some 5 million vehicle users around the country? The answer is simply that as the volume of traffic on highways has grown, the flow rate through the toll plazas has slowed. Lines have lengthened, especially during festive seasons. It does not help that the barrier has to be there, slowing the movement since it is a mechanical system. But we’ll get back to why concessionaires still need to use a barrier, even with the SmartTAG and RFID.
According to PLUS, a SmartTAG lane can allow up to 1,000 vehicles through in an hour (550 with manual tapping). It could be faster without the barrier as in places like Germany which use the IR system, vehicles can pass through toll plazas at up to 100 km/h because they do not have to stop for the barrier to open. With RFID, PLUS says that the processing rate can be faster and they state a speed of about 1,200 vehicles an hour.
The RFID tag can be fixed to the headlight or on the top of the windscreen. It is thin enough not to affect the lighting. However, unlike the SmartTAG, it is fixed to each vehicle and cannot be used with other vehicles as each tag is registered with specific vehicle’s details.
However, it is not just the speed of processing that is the reason for PLUS (and other concessionaires) moving towards RFID. In the near-term, the objective is to be able to have Single Lane Free Flow (SLFF) which allows vehicles to pass through a toll plaza without stopping – meaning no barrier to wait for. Of course, you can’t flash through at 110 km/h and will still have to slow down to a low speed not only for the signal to be picked up properly but also for safety. The longer term goal is Multi-Lane Free Flow (MLFF) which will not have a toll plaza at all, and all a motorist will see is a gantry over the highway with some RFID sensors pointing down over each lane. It is a ‘transparent’ and seamless process that will certainly mean smoother flow and, hopefully, no more congestion.
Singapore has had MLFF for some time
Does the MLFF scenario sound familiar? If you have driven to Singapore – as tens of thousands of Malaysians have (at least before the pandemic) over the years – you will have experienced MLFF with their ERP (Electronic Road Pricing) payment system. Besides the fact that toll rates change at different times of the day depending on conditions, there are no toll plazas and traffic just passes under the gantries and the toll is deducted on their electronic payment card attached to an IU (in-vehicle unit), something like a SmartTAG.
The system, which uses shortwave wireless signals, has been operating in Singapore for many years now. Initially, for foreign vehicles (almost all from Malaysia), the issue of how to get payment was resolved by simply making visitors rent an IU (for a S$150 deposit) and use a payment card with stored value. It was a troublesome system as you had to go to some remote place to get the unit and then go back there when you were leaving.
Singapore has had a MLFF system in operation for many years around the island where it has Electronic Road Pricing that varies at different times of the day. Vehicles flow smoothly under the gantries which are equipped with shortwave wireless sensors as well as cameras that recognise numberplates. This is the sort of situation PLUS hopes to reach later on with RFID.An In-Vehicle Unit (IU) which works with a stored value card is installed in every vehicle in Singapore, Foreign vehicles do not need to install it as their numberplate will be detected and a daily charge included with the other charges they must pay upon departure from the country.
Then they came up with a convenient system which would charge a flat rate of SS5 per day if the vehicle passed into an ERP zone at any time during the day. The amount would be added to the charges payable on leaving the country. How do they do it? By using Automatic Number Plate Recognition (ANPR) systems that immediately photograph a vehicle without an IU, and log it into the system. They already have details of the vehicle which were provided upon entry at Tuas or Woodlands.
Different countries, different conditions
As mentioned earlier, Singapore (and also some other countries) have had MLFF + ANPR for some time, so why has Malaysia been slow to adopt it? There are various answers although to be fair, each country has different conditions, priorities and situations (and governments) and in the case of Malaysia and Singapore, the island republic is a lot smaller than Peninsular Malaysia. So the pace of infrastructure development and technological advances in systems will also be different in some cases.
It’s like the development of MAS and SIA, both of which originated from the same airline in the 1970s. Both aspired to have a comprehensive international network but MAS had also to do ‘national service’ as it had to provide services for rural areas around the country as well. SIA obviously had no such requirement so it could focus entirely on building its international network from Day 1.
Why take pictures of numberplates?
Why is ANPR needed? This is for various purposes and is actually an advancement for the cameras already used in every lane. Highway concessionaires need to have some sort of record of vehicles passing through, especially if payment is somehow not made (although there is a barrier) and ANPR allows them to also identify the vehicles quickly to take action. Information on the vehicles is already available via the TnG card registration and all vehicles with RFID tags installed would also have their details in the PLUS database. Of course, the company strictly follows the Malaysian Personal Data Protection Act (PDPA) which came into force in 2013 so those details are safe.
While the incidence of people not paying toll does not seem to be high – you would have to crash through the barrier – it can still happen and so the barrier is still necessary. Each time someone doesn’t pay, the concessionaire will have to spend time and money to pursue them. It therefore has to become a traffic offence before the concessionaires will feel safe to not have a barrier and that is something that requires a legal framework to enable.
TnG and SmartTAG lanes will still be around
There was a bit of misunderstanding about the full implementation of RFID on PLUS highways next month and some people thought that they will no longer be able to use their TnG and SmartTAGs. This is not the way things are going to happen – certainly not when there are 5 million users of TnG/SmartTAG. It is still a very big number of users to convert and in typical Malaysian fashion, if use of TnG/SmartTAG were to be stopped, many would probably still wait to the second week of January to install their RFID tag!
RFID tags have been available for more than 2 years now so there’s been plenty of time for motorists to install them. PLUS, in support of the government’s objectives of congestion-free infrastructure, is trying to get more people to use RFID so that by the end of 2022, at least 60% of toll collection will be by that method. For now, they are not converting or adding RFID lanes in a hurry as there still needs to be sufficient ‘demand’ and they think that one lane is enough for the time being.
So the remaining lanes will still have the tried-and-reliable methods of payment, ie TnG and SmartTAG. Since the start of the pandemic, PLUS has discouraged interaction with its staff at toll booths as much as possible, asking people to reload their cards at kiosks and the many other places (including convenience stores) that can do it.
The RFID system, being newer, is also linked to the TnG Wallet so users can reload online at any time, an added convenience. In time, more reload options using credit cards and other means will also be available. This would be one of the big differences with the TnG card which is a stored value card and you need to manually reload it.
Remember FastTrak?
RFID is therefore the way of the future and if we want to reach MLFF faster, then more motorists will have to use it. In time TnG/SmartTAG usage may be stopped completely (could be by the end of 2023 according to a deputy minister), forcing motorists to switch over. This situation occurred at least once before with an ETP system called ‘FastTrak’ which was used on the Penchala Link in Kuala Lumpur. It was decided that in order to unify payment systems, only TnG would be used for ETP so FastTrak had to be discontinued. Fortunately, the process was done smoothly and motorists did not have difficulty getting refunds on their remaining stored value in the devices.
The FastTrak system was also used in the 1990s by the concessionaire operating the Penchala Link in Kuala Lumpur. However, it was discontinued to allow a unified payment system with TnG.
Because of the huge base of millions of motorists, it is likely to be a major exercise the day the government forces the matter and stops the use of TnG/SmartTAG. Imagine when millions have to switch and want their money back – and knowing Malaysians, many will do so in the final week!
Infrared system is not necessarily inferior
So for now, motorists can still use their TnG/SmartTAG at toll plazas so don’t worry about hassles during your outstation journeys next year. As to whether it is as obsolete and inefficient as the RFID supporters say, that is debatable. EFKON Asia, which developed the original IR system for ETP using the SmartTAG, is of the view that the present system is ‘well-positioned to help speed up implementation of MLFF and help reduce congestion at toll plazas’. Of course, they would present that view since the end of TnG/SmartTAG would also be the end of their business selling and supporting the units.
“Coupled with continuous product upgrades that has significantly improved the system’s reliability and user experience, it is the ideal and much more advanced staging point to achieve the congestion-free highway objective outlined in the Intelligent Transport System (ITS) Blueprint compared to the fledgling Radio Frequency Identification (RFID) payment system,” said EFKON Asia Director Helmuth Blasch. Mr. Blasch also believes that the authorities and highway concessionaires should look at increasing rather than reducing SmartTAG lanes if the objective was to reduce congestion at toll plazas.
EFKON IR toll collection system installed in Norway.
“In Germany, the Nationwide Truck Tolling System installed on all highways in a Multi-Lane Free Flow (MLFF) configuration has proven to be highly effective, catering to more than two million trucks travelling at up to 100 km/h. It uses a similar IR technology like in Malaysia to validate payment. We have also successfully replicated this test in Malaysia. Our SmartTAG compatible units comply with DSRC (Dedicated Short-Range Communication) standards and are ECE R10 certified. They operate in the 400THz band and, therefore, able to transfer data 10,000 times faster than RFID. Being battery-powered, every unit is active with a wake-up time of just two milliseconds compared to the passive RFID’s 45 milliseconds,” he explained.
Motorists need to see the benefits of RFID
To appeal to motorists, whatever system used will have to show visible benefits – like no long queues. If PLUS is initially providing just one lane for RFID, and aims to push increased usage, then more traffic will flow into that single lane. Before long, there may be queues forming – after all, there is still the barrier to slow traffic – and this would present a negative picture. If motorists see a line as long as that of the SmartTAG lanes, then they may not be convinced that they need to change. After all, both systems are contactless and other than the fact that RFID is connected to an online payment system, there is not much difference in terms of the process of passing through a toll plaza – unless PLUS is willing to be brave enough and not have a barrier. That will definitely make a difference!
The IR system still seems good enough to continue to be used even in countries like Germany, which would certainly have a more advanced infrastructure than Malaysia. It seems to be working well in Malaysia too but, of course, the argument will be that the said 200 more vehicles per hour that can be processed by RFID will become important as traffic volume grows in future. But so long as the barrier is there, it will still influence processing time – who knows how much faster the IR system can be without the barrier?
RFID will dominate eventually
Anyway, it is pointless for motorists to protest against this switch to RFID since it is what PLUS wants to do, what the government supports and the investments necessary have been made or allocated. As a concessionaire, PLUS has the right to impose whatever means of ETP they want and those who want to use their highways will just have to accept it. Ideally, they should have 1 lane for cash (for unusual situations), and the remaining number of available lanes for both an IR system and RFID system (this is talking about moving towards MLFF). Lack of support for the IR system devices will eventually kill it off or the efficiency of RFID that is promised will have more motorists wanting to install it. That would be fair for the medium-term, rather than to stop the IR system within 2 years.
“To bring about MLFF with toll payment but without a toll plaza, as implemented in other countries, highway customers need to migrate to RFID first. The migration process will take a while to give the people the opportunity to adapt to this new toll payment technology,” said Datuk Azman Ismail, Managing Director of PLUS.
