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 LPR Demo of RSA Customised Plates. zip (3 MB)

 LPR TRAP (ZIP 3 MB)

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SeeLane Install V6.1

Mobile LPR Player

 

Automated License Plate Recognition (ALPR) for Law Enforcement

KZN gets high-tech speed cameras

High Tech Crime Fighting

New speed monitoring system tested

Road Block LPR Solutions

949.2 Prevailing Speed Determination

From Engineering Policy Guide

Prevailing speed determination is the method used by the department as criteria for speed limit determination in incorporated and unincorporated areas.

Three separate sets of data shall be utilized to establish the prevailing speed. These are:

• 85^th percentile speed; used only when ADT is 500 or greater;

• Upper limit of the ten MPH pace; used only when ADT is 500 or more; and

• Average test run speed.

The prevailing speed of free flowing traffic shall be determined and the average of the actual value established for the three criteria above.

Based on the assumption that the majority of the drivers, approximately 85 percent, will drive at a speed that they judge to be safe and proper, the selected speed limit in 5 mph increments will not exceed the established prevailing speed by more than 3 mph.

When justified by further investigation, the selected speed limit may be less than the established prevailing speed. Justification for reduction will be determined by a study of the following conditions.

1. Accident Rate

2. Access to Driveways

3. Traffic Control Devices

4. Length of Section

5. Pedestrian Traffic

6. Parking

949.2.1 Accident Rate (AR)

If the accident rate, based on reportable accidents within the proposed zone, is 50 percent higher than the statewide average accident rate (SWAR) for the same classification of highways, prevailing speed may be reduced by 5 percent. If the accident rate is more than twice the statewide rate for this classification, the prevailing speed may be reduced by 10 percent. Minor accidents, not reportable under state statutes, are not to be considered since the reduction in speed will not normally reduce the number of accidents but may reduce the severity of those accidents that occur. Current information regarding accident rates can be found in TMS.

Table 949.2.1 Prevailing Speed Reduction

Reduction Condition	Pevailing Speed Reduction
AR > 1.5 SWAR	5%
AR > 2.0 SWAR	10%

949.2.2 Access to Driveway

The effect of driveway entrances will be determined by using a Driveway Conflict Number. For this purpose, a private or field entrance shall have a Driveway Conflict Number of 1. Minor commercial entrances shall have a number of 5. Major commercial entrances, shopping centers or industrial plant entrances that generate relatively high volumes of traffic, and public streets shall have a number of 10. If the total Driveway Conflict Number exceeds a rate of 40 per mile through the proposed zone, the prevailing speed may be reduced by 5 percent. If the total number exceeds a rate of 60 per mile, the prevailing speed may be reduced by 10 percent. However, before a reduction can be made due to the Driveway Conflict Number, the Poisson Curve must be used to determine if the accident reduction is statistically significant.

Figure 949.2.2

The test is as follows:

a) Consult Fig. 949.2.2, using the current number of accidents for the last year.

b) Determine the graph’s percent value from the Poisson Curve.

c) Compute accident rate for last year.

d) Obtain Statewide Accident Rate (SWAR). The accident data is obtained from the Transportation Management System (TMS).

e) Calculate percent reduction between accident rate and statewide accident rate by:

f) Compare % reduction with value obtained in step b.

g) If % reduction equals or exceeds value obtained in step b, the Driveway Conflict Number may be used as the action would be statistically significant.

Example:

8.0-mile section of roadway, ADT = 3,100, 30 accidents within last year.

a & b). Value obtained from Fig. 949.2.2 = 30 %

c).

d). SWAR = 242.04

e).

f). Compare % reduction with value.

26.9 < 30

Since 26.9 is less than 30, the Driveway Conflict Number cannot be considered.

949.2.3 Traffic Control Devices

Sections of roadway consisting of a curvy or series of curves and turns and other geometric problems should be signed with the appropriate warning signs where it is customary to use these signs. Speed limit signs would not be considered where a warning sign is needed to advise the motorist of an approaching condition.

949.2.4 Length of Section

Enter the distance.

949.2.5 Pedestrian Traffic

Where sidewalks are not provided adjacent to the route and a total pedestrian traffic along the route exceeds 10 per hour for 3 hours of any 8-hour period, the prevailing speed may be reduced by 5 percent. Pedestrians crossing the route may be counted if the point of crossing is not protected by some other form of traffic control device.

949.2.6 Parking

Where parking is permitted adjacent to the traffic lane, the prevailing speed may be reduced by 5 percent. The prevailing speed determined by the 85^th percentile speed, the pace speed and the average test run shall not be reduced by more than 10 mph by using Steps a through f of 949.2.2. All reductions shall be in 5 mph increments.

949.2.7 Procedures for Obtaining Prevailing Speed Data

Spot speed studies can be made with any speed measurement device such as radar, count cards and inductive loops that determine the 85^th percentile speed and the upper limit of the 10 mph pace. The 85^th percentile speed is defined as the speed at or below which 85 percent of the vehicles are traveling. The 10 mph pace is defined as the 10 mph range containing the most vehicles.

Spot speed studies should be made as close to the center of the proposed zone as is practical. If the zone is lengthier than one mile, studies should be made at a minimum of two locations. If the difference in data between the two locations is minor, the higher value should be used. If the difference in data is over 5 mph, consideration should be given to designating separate zones.

Exercise care to collect the data in a manner and at times that indicate normal conditions. Normal conditions will be assumed to prevail under good weather conditions on dry pavement, following morning rush hours and prior to the evening rush hours, on any day of the week except Saturdays, Sundays or holidays. Observations should not be made immediately following a significant event or during a period of greater than normal police enforcement. Every effort should be made to disguise or conceal the fact that speeds are being reported.

Speeds should be observed for a least 100 passenger cars and pick-up trucks. Trucks over 4 tons will not be included in the data for determining a revised limit.

Average test run speeds shall be determined on the basis of at least two runs in each direction over the length of the proposed zone. The prime consideration in these test runs is to determine a maximum permissible speed. Speeds are to be recorded at 0.1-mile intervals. While making the test run, the driver will try to “float” in the traffic stream, passing as many vehicles as pass the test car.

949.2.8 Additional Guidelines for Establishing Speed Limits

Normally, isolated curves and turns, areas of restricted sight distance, no passing zones, etc. will not be considered as areas for lowering speed limits. The accident record on such highways will be the principle criterion. Critical speed signs shall be used in connection with the appropriate warning signs at these locations.

Except on divided highways, different speeds for traffic in opposite directions cannot be justified.

Speed limits shall begin at a point on or as near in advanced of the point as possible where the speed limit is warranted and shall end at the point or as near the point as possible where the speed limit is not warranted.

 

I-Cube or Integrated Intelligent Imaging (I³) focuses of proactive crime prevention using real time links to multiple internal and external databases in order to generate a warning prior to crime occurring, allowing anticipation of the offence.  All the projects I-Cube is involved with have a central theme of using images, as this allows both the real time and covert nature of the proactive crime prevention systems to operate to the best effect.

HOW THE SYSTEM WORKS: As the person or car approaches the entrance a camera captures a number of images from which the license plate or face are extracted.  These images are saved, allowing this information to be used in subsequent investigations.  The face or license plate is then compared to local databases, allowing greeting of repeat visitors and external databases, such as insurance companies, stolen and suspicious vehicles, SAPS, Metro, etc.  If the vehicle is listed as stolen, appropriate action should then be taken.  If the vehicle is listed as never have been registered, this is a good vehicle to investigate further.  Within a short period of the system being in operation, most vehicles and people have been logged and registered, allowing typically limited resources to be focused on the few remaining exceptions.  The ability to leverage the equipment to operate in a marketing role, while still actively focusing on proactive crime prevention, has major advantages in a cash limited environment.  If you have more than 50 people a day passing a point where we can place a camera, I-Cube has the experience and ability to turn this into a revenue stream.  Please contact I-Cube to explore this further.

WHAT IS REQUIRED: The key to proactive crime prevention using real time links is that the system does not require human intervention, it is fully automatic.  The camera automatically captures the image, the facial or license plate is automatically compared to both local and remote databases and if required an alarm is generated.  The I-Cube solution can operate locally but using a wide range of communication means (including ADSL, 3G, GPRS, iBURST, Wireless or satellite) a real time link to multiple databases can be established, allowing immediate updates of stolen vehicles as they are added to SAPS or the insurance databases.  

The system requires a camera linked to a computer, running the I-Cube Intelligent Software.  The software is trained to recognise the item to be logged or counted, be that people, cars or different types of products.  Once the item is logged, it can then be compared to pre-set rules or databases, allowing an alarm to be generated if the incorrect number of products exit or a vehicle enters after hours or is listed as not allowed.  The ability to link vehicle colour, weight, and driver, biometric and other info as required to the license plate gives the I-Cube system tremendous advantages. 

I-Cube can integrate with your existing system or provide dedicated cameras, computers and networks.  Please contact I-Cube with your requirements and existing equipment.

WHAT DOES IT COST: I-Cube can provide database links only, software only, some hardware and software or a complete solution, fully installed and maintained, if required?  The cost can be a capital amount, a rental per month, a cost per transaction or shared revenue.  Costs range from 0.13c per chicken (based on 100 000 birds a day) to 3c per car (based on single entry / exit lanes) to R1 950.00 per month to R49 500.00 for the software and hardware.  Please contact I-Cube for your specific requirements.

The following illustrates some examples of the users of this technology.  Please contact I-Cube or your local IT / CCTV / DVR / biometric supplier for a customised proposal, taking into consideration your requirements, existing solutions and possible revenue sources.

 SCHOOL: The entrance of the school is covered with a camera, which is linked wirelessly to a PC running the I-Cube software.  The students, staff and parents are enrolled into a local database, which allows specific messages to be placed on an electronic display, while visitors are directed to the visitor parking area and then to reception.  The schools limited manpower resources can then focus on the visitors, rather than the known parents or staff.  Please contact I-Cube for more details.

 DISTRIBUTION CENTRE: The ability to link the license plate, driver facial image, vehicle type and colour, container number and weight of the truck and weight of goods listed on the invoice prevents unauthorised removal of any items.  Productivity per vehicle is up while the number of hours wasted at weigh bridges has been substantially reduced, as the distribution centre no longer allows vehicles out which would be fined for overloading.  Please contact I-Cube for more details.

GOLF ESTATE: The existing cameras at the entrance and at key points through the estate were linked to the I-Cube LPR software allowing all visitors and residents to be logged at a number of points through the estate.  The system was linked to a national database of suspect and stolen cars, allowing proactive crime prevention.  When an alarm is detected, the armed reaction team are called into action, supporting the estate front end guards.  A side effect of the I-Cube LPR solution is that the average speed of the vehicles is automatically determined, ensuring the estate remains children friendly.    Please contact I-Cube for more details.

OFFICE BLOCK: Parking, or rather the lack of parking within the office block was the reason to call I-Cube.  Each tenant has a certain number of bays allocated for staff and visitors.  When these bays were occupied and more vehicles were allowed into the office block, major congestion resulted, causing severe frustration for both visitors and office workers.  I-Cube utilised the existing cameras to count the number of vehicles into and out of the office block.  When the number of vehicles approached critical level, a mobile LPR system was deployed and staff parking in visitor areas were requested to remove their vehicles.  Failure to comply led to banning of those vehicles for a certain number of days, again utilising the I-Cube enabled LPR solution.    Please contact I-Cube for more details.         

NEIGHBOURHOOD WATCH: The problem faced by the neighbourhood watch was not that of limited resources or money, but of how to prevent known criminals from entering the area patrolled by the neighbourhood watch.  The exiting dome cameras were linked to the I-Cube LPR solution, plus a mobile LPR solution was provided.  All vehicles and people entering the neighbourhood watch area were recorded and match against the known criminals.  If matched, these people were approached and asked to explain where they were going and what they were doing.  Car theft was reduced substantially while contact crimes no longer occur.    Please contact I-Cube for more details.

TRAFFIC DEPARTMENT: The department had a recovery rate of fewer than 30% of all fines issued.  I-Cube introduced a road block LPR solution which allowed the traffic department to generate an alarm when a vehicle with an outstanding fine or warrant was detected.  These vehicles were then automatically pulled over to a parking area where the drivers were informed of any fines or warrants were issued.  The drivers had the option to pay any amounts outstanding via credit card, check or cash via the I-Cube supplied mobile payment systems.    The number of outstanding fines has improved substantially to more than 70%.    Please contact I-Cube for more details.

TAXI ROUTE MONITORING & ENFORCEMENT:  If taxi routes are not regulated commuters along non profitable routes are not serviced and violence between competing taxi associations often results.  If the taxi routes are monitored with the I-Cube LPR solution illegal operators are immediately identified and prevented from operating.  Where two of these monitoring points are linked, average speed determination can be determined and the number of trips per taxi per day can be calculated and communicated to the taxi owners.   Please contact I-Cube for more details.

TRUCK OVERWEIGHT ENFORCEMENT:  A number of kilometres before the truck reaches the off ramp to the official weighbridge where a fine would be issued, the license plate is captured using the I-Cube LPR solution and weight is determined using an in line weigh sensor.  If the weight per axle or total weight exceeds that allowed, the license truck is sent a message via the variable message signs (VMS) that it is required to exit on the next off ramp and proceed to the weigh bridge.  If the driver / vehicle proceed past the off ramp or do not go to the weigh bridge, an alarm is generated, allowing the truck to be chased / pulled over further ahead or logged for further action.  Please contact I-Cube for more details.

A NUMBER OF OTHER EXAMPLES EXIST:  Please contact I-Cube for more details.

I-Cube.   All rights reserved.  Revised: January 13, 2008 .