Mumbai Pune Expressway Speed Enforcement Report by Ador

Mumbai Pune Expressway Speed Enforcement Driver behaviour change using an India specific, resilient speed enforcement technology solution.

Data Analytics : 3-March to 3-April 2019

Prepared for the various stakeholders of driver safety on this expressway : Shri Vijay PATIL, SP (Headquarters) Highway Traffic, Maharashtra Shri Chandrakant PULKUNDWAR, Joint Managing Director, MSRDC Shri Virendra MHAISKAR, Chairman & Managing Director, IRB Piyush TEWARI, CEO, Save Life Foundation Date: 10th May 2019

India has the highest number of fatalities due to traffic accidents globally.

(150,000+ annually) This number represents more than 10% of all road related fatalities globally each year.

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CONTENTS 1.0

Introduction

21

2.0

The need for a resilient, India specific, speed enforcement solution

22

2.1

Why is speeding rampant in India ?

24

2.2

Why efforts to curtail speeding through enforcement technology have had limited success in India

28

2.3

Hallmarks of a strong speed enforcement system

31

2.3

The two types of automated enforcement technology options, an explanation

33

3.0

India specific plug & play enforcement system

35

3.1

Deployment options

38

3.2

Detection & image capture equipment

40

3.3

Radar vehicle detection & image triggering

41

3.4

Performance

49

3.5

Ador Harmony detection & reporting capability

52

4.0

YCE Mumbai Pune speed enforcement

53

4.1

The unique driver behaviour challenges of the YCE

54

5.0

Offence data outputs from trials

58

5.1

YCE Mumbai Pune expressway data analytics

58

High resolution scene context examples day & night Fastest vehicle sample captures Additional Collateral Speeding + Seat-belt not worn by front row occupants Mobile phone use by drivers ( distracted driving) Distinguishing male & female drivers Vernacular number plates

60 61 63 65 68 71 73

6.0

Data analytics from the Ador Harmony speed enforcement system

75

6.1

Technology as a tool for driver behaviour change

80

6.2

Revenue potential ( 30-day deployment period)

81

6.3

Instances of various driving speeds- speed severity

82

6.4

Number plate irregularities

84

6.5

Male/female infringement ratios

85

6.6

Unsafe driver behaviour

87

6.7

Supplementary analytics

89

7.0

Recommendation on next steps

90

5.1.1 5.1.2 5.1.3 5.1.3.1 5.1.3.2 5.1.3.3 5.1.3.4

ACKNOWLEDGEMENTS Ador & Acusensus essentially set out to design, build, deploy & test a speed enforcement system that has India and the unique challenges of Indian roads at its very heart. In order to do so we worked with many of the stakeholders for road safety in India, who provided crucial inputs. We were also able to leverage the experience, skills and analysis from a wide range of stakeholders of the Mumbai-Pune Expressway (the Yashwant Rao Chavan Expressway, - YCE). We are grateful to each of the contributors in both, India & Australia, for the deep perspectives that they provided on the use of technology- based enforcement to save lives on higher speed roads, within the unique perspective of driver behaviour and road geometry challenges on the YCE. We worked on this deployment together, with all stake holders as a team in order to determine the most optimal technology- based enforcement platform that could help save lives and drastically reduce the fatality rate on this expressway.

In all, we conducted over 15 in-depth consultation meeting with various stakeholders whilst planning and implementing this speed enforcement technology trial. The feedback from each meeting helped us gauge what was important from the perspective of infringement evidence, the regulatory framework, infrastructure bottlenecks, law enforcement communications channels for transmission of infringement evidence, the challenges police face on the road when enforcing speeds, the post infringement challan processes & protocols, fine collection, as well as most crucially – how best to impact driver behaviour change on this expressway using speed enforcement & calming technology. In particular, the feedback from each stakeholder on their objectives and the results they would like to see delivered from the system helped us to improve the efficiency of the Ador Harmony Speed Enforcement System once it was installed.

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We benefited greatly from the advice of Shri Vijay PATIL, SP(Headquarters) Highway Traffic, Maharashtra State, as well as Police Inspector Shri Sudam PACHORKAR & Assistant Police Inspector Shri Subhash POOJARI, who are responsible for highway safety of the YCE. The success of speed enforcement systems is heavily reliant on minor local customisations to account for road geometry and unique physical obstacles at each location (lane design, ingress lanes, road curves, width etc). Within the first ten days of commissioning the Ador Harmony system, the team relocated the system a few meters to a more optimal location in order to be able to cover all 3 lanes plus the ingress lane at this location, thereby dramatically increasing the success rate of infringements captured by the system.

We thank the MH State Police for their support and advice which resulted in us making crucial dynamic changes as the deployment progressed.

We wish to thank Shri Chandrakant PULKUNDWAR (Joint Managing Director, Maharashtra State Road Development Corporation – MSRDC) and Ms Namrata REDDDY (Executive Engineer-MSRDC) for granting access to the expressway to undertake this crucial study on driver behaviour and the impact that enforcement technologies can have on changing unsafe driving behaviour in blackspots. The advice and support of Shri PULKUNDWAR & Ms. REDDY and also the MSRDC team, who are committed to reducing fatalities on this expressway, has been invaluable to the ADOR & ACUSENSUS teams that developed this technology solution.

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.

IRB is the concessionaire on the YCE. IRB along with Save Life Foundation, has done a commendable job in improving safety related infrastructure on the expressway recently. We thank Shri Virendra MHAISKAR (Chairman & Managing Director, IRB) for his forward-looking vision in facilitating the move to smarter, safer highways and for the company’s absolute commitment to safety on this concession. The support of the IRB team during the technology trials period proved crucial to our ability to generate the rich data which we were able to collate.

We thank Mitesh SHAH and Sonia SINGH from KPMG who play an active role in understanding various technologies to help change driver behaviour and help alleviate commuter experiences on state roads. Mitesh & Sonia have been key resources to the MH state police force in helping understand and draft specifications that are applicable for achieving the outcomes of saving lives. Their advice proved crucial often in our endeavours during the deployment period.

Driven by the same passion as us to save lives and help people get home safe, we were also very fortunate to work very closely with Save Life Foundation who have adopted the YCE with an arduous, yet noble goal if making it a zero-fatality road within a short duration of time. The advice received from Save Life Foundation helped us improve the efficiency of our equipment and to add new features which could address certain driver behaviour that is causing fatalities on the expressway. For example, rear ending of trucks in the fast lane by cars led us to add a software feature to capture lane infringement evidence based on actual vehicle size.

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We thank Piyush TEWARI, CEO Save Life Foundation and Aditya NAYAN for the guidance, support & advice provided, and for also pushing us to go beyond our comfort zones & rapidly develop and deploy features that are able to address immediately through infringement capture and to address the prime causes of fatal accidents on this expressway.

Finally, we wish to thank our own team-members at ACUSENSUS & ADOR who worked tirelessly on this project, daily implementing new learnings to improve the system’s efficiency. The team undertook numerous live software upgrades to include capabilities within the system that were not previously envisaged but requested for, either by police or Save Life Foundation. The teams took a newly developed system and were able to demonstrate an almost unimaginable result, a 98.5%+ enforcement capture success rate. We thank Alexander JANNINK, Managing Director & Chris KELLS, Head of Software, ACUSENSUS Australia for allowing the stakeholders of this demo study to constantly challenge them with improvement ideas at short notice. A number of new features such as wrong side driving identification, vehicle counting, vehicle classification and lane-based vehicle infringements were added live as the trial progressed. The skills of the ACUSENSUS team were starkly evident from the rapid turnaround they facilitated on all such requests- a capability that is a great asset to saving lives on roads.

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Also thank you to Sharad CHIRPUTKAR, Head Traffic Business, Snehal DEORE, Software Lead, Manish MAHAJAN & Chandraban KUNTAL, Bhushan SURYAWANSHI, Vishal BACHHAV, Saurabh HOLIKAR, Rahil SHAIKH, Sohail SHAIKH at Ador, who ensured system health, system change-over and also helped undertaking all the system upgrade changes seamlessly.Thank you also to the entire Ador Traffic team, in particular Varada APSANGI who painstakingly compiled the data required to complete this report and worked many weekends to deliver the same. The two teams have demonstrated how efficiently culture and geographic boundaries can be overcome when all are driven by a common goal; saving lives.

We dedicate this report to helping making the YCE Mumbai Pune Expressway a fatality free corridor in the near future and we hope the data we have been able to collate, as well as the analytics that the system we designed was able to undertake will help address areas of driver behaviour change that can be implemented at short notice, to immediately impact road safety and help people get home safe to their families at the end of every commute.

From the teams of Ador & Acusensus,

Thank you!

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EXECUTIVE SUMMARY Ador Powertron Ltd is a company incorporated under the Indian Companies Act and is based in

capability to identify heavy vehicles using the extreme right lane (fast overtaking lane close

Pune, MH State, India. Ador is a major investor

to median) and create an offence record was considered and software was created to add

(51%) in Acusensus Pty Ltd, an Australian change using radar- based camera technology.

this capability to the Harmony enforcement system. This was successfully demonstrated as

Together, both companies designed Ador

well.

company that specialises in driver behaviour

Harmony, an India specific speed enforcement solution that requires minimal power, no fibre optic data cables to the speed trap location in

Overall the system demonstrated a very high level of enforcement capability to influence

order to transmit infringement data and is

driver behaviour change:

capable of enforcement rates in excess of 97%.

Harmony does this through optimised number plate reading using a specially designed, highresolution 9 mega-pixel camera.

More appropriately the system is largely made in India with the entire camera and flash system being manufactured and/or assembled in Pune, MH.The Harmony system was originally deployed on the Mumbai -Pune Expressway for an initial 2 week period on a mobile trailer-based system.

The Ador team identified various improvement opportunities during this period and the system

98.5% + of all vehicles speeding could be captured by the system (i.e. number plates were identifiable)

95% + of all heavy vehicles in the right most fast overtaking lanes could be captured by the system (i.e. number plates were identifiable)

was later transferred on to a pole-based solution located on the median strip of the expressway at the same geo-location, which greatly ameliorated the results and improved the enforcement metrics

As the quality of imagery from the Harmony system proved much higher than expected and

as well.

due to the nature of activities undertaken to draw a challan from the optimised number

Mid-way through the demonstration, a request from the SP Traffic and Save Life Foundation, for

plate recognition system, our team was also able to generate additional data including seat-

the system to incorporate an infringement

belt infringement statistics & mobile phone

13 |Mumbai Pune Expressway Speed Enforcement

use whilst speeding (distracted driving) and also more distinguishing statistics such as vehicles where faces of drivers and passengers were clearly visible. This report consequently also

Captured @180 Kmph

includes metrics not normally collated from speed systems such as brand/ make of offending vehicles that crossed the Harmony system during the demo period.

The system successfully provided quantitative data of vehicle count, vehicle classification, infringements above the speed trigger. It also provided infringements based on lane use and vehicle size as well. It proved resilient during the 30-day period and was also able to absorb

No Seat Belt

additional software code for new infringement criteria during the deployment without degrading performance.

Finally, the system was identified on google maps within a few days as a speed trap location which proves that instant driver feedback made everyone aware of its location– reducing speeds in the location rapidly, thereby making it a safer driving zone than before the deployment.

We believe within a short period of time the Ador Harmony system was able to demonstrate rapid driver behaviour change in the location due to its design and we are also delighted that an Indian made system proved as resilient during the deployment.

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Lane Violation (Right)

KEY FINDINGS 30-DAY DEPLOYMENT METRICS

812,178 NUMBER OF VEHICLES THAT PASSED THE SPEED ENFORCEMENT SYSTEM

392,581 VEHICLES THAT CROSSED ADOR HARMONY AT SPEEDS ABOVE 80KMPH

74,406 VEHICLES THAT CROSSED THE SYSTEM ABOVE 100KMPH

7,172 VEHICLES THAT WERE CAPTURED SPEEDING ABOVE 120KMPH IN 30-DAYS

419,597 NUMBER OF VEHICLES THAT PASSED THE SYSTEM BELOW A SPEED OF 79KMPH

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35,000 vehicles/day is the average vehicle count from Panvel to Khalapur toll.

No. of Vehicles/ day

Speed/ volume analysis 10,000

10,000 7,500 5,000

2,000

2,500 0

250

Above 80 Above 100 Above 120 Kmph Kmph Kmph

Speed of the vehicles

Speeding tends to occur in the two right most lanes.

16% in slow left lane

47% in right most fast lane

37% in center lane

The largest brands of vehicles speeding on the YCE are Maruti Suzuki followed closely by Toyota.

Fastest speeds recorded were 193kmph & 191kmph both by Audi vehicles.

Typically, extreme unsafe speeds over 140kmph were displayed only by luxury vehicles.

Only 10 of the 722 vehicles captured at extreme unsafe speeds were driven by women drivers.

No. of Vehicles

750

500

250

722

No. of vehicles captured at extreme unsafe speeds over 30 days 240 46

0

16.5%

12%

45%

(1,190 vehicles) that were over-speeding had no front row passenger.

of drivers and 24% of front row passengers in cars over 120kmph did not use seat-belts. of number plates of vehicles speeding above the trigger had standard number plates compliant with regulations.

Above Above Above 140 Kmph 150 Kmph 160 Kmph

Speed of Vehicles

System Resilience (Success Rate) System Up-time during deployment:

98.8% (excludes planned down-time for software upgrades)

Drivers speeding that have not engaged a seat-belt

82% successfully identified visually

Drivers speeding and using mobile phone: Front row passengers in speeding vehicles that had not engaged seat belts

92.7% successfully identified visually 90%+ successfully identified visually

Identification of gender of drivers speeding:

95%+ successfully identified visually.

98.5% +Â Ador Harmony system deployed on the YCE Mumbai Pune Expressway

Speed infringements over 120kmph:

98.5% successfully identified

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TERMINOLOGY 3D 4D ANPR Challan DD GHZ HMV LCV LMV MAV MH MP P2P YCE

Three-dimensional radar Four-dimensional radar Automatic Number Plate Recognition Infringement notice Distracted Driving (driving whilst texting or using a mobile phone) GigaHertz Heavy Motor Vehicle (truck or bus) Light Commercial Vehicle Light Motor Vehicle Multi-axle Vehicle Maharashtra State Megapixel Point to Point average speed verification Yashwant Rao Chavan Expressway (Mumbai-Pune Expressway)

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1.0 INTRODUCTION Ador Powertron (www.adorindia.com) is part of the 110-year-old Ador Group of India, based in Mumbai &

The result of the research and development efforts was Ador Harmony, an India specific

Pune, India. Ador specialises in traffic safety

speed enforcement solution that has now demonstrated an enforcement capability in

management technologies and is also a major investor in Acusensus Pty Ltd (www.acusensus.com), an Australian company incorporated in Melbourne,

excess of 98.5% when deployed on the Mumbai-Pune Expressway and an

Australia.

enforcement success rate of 98%+ when deployed on the Mumbai Nashik Highway

Acusensus focuses on technology that uses radars & cameras to improve enforcement & road safety.

(MNEL). The MNEL trial was held before the Mumbai-Pune Expressway trials and

Acusensus recently deployed the only radar & camera system available anywhere in the world which, in addition to speeding, can also detect drivers who are texting or using a mobile phone whilst driving. This contract was awarded to the company by the Government of the state of New South Wales,

learnings from this earlier deployment, along with software enhancements & sensor orientation geometry improvements were implemented on the later trial held on the expressway. This resulted in a higher enforcement achievement during the later

Australia.

trials. In any event 98%+ well surpasses any global benchmarks for a successful speed

Since 2017, both Ador & Acusensus have been working closely together to address one of the major

enforcement system and 98.5% is an extremely high benchmark anywhere in the

sources of fatalities on Indian roads, over-speeding.

world.

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2.0 THE NEED FOR A RESILIENT, INDIA SPECIFIC, SPEED ENFORCEMENT SOLUTION The big three contributors to fatalities in India are alcohol, over speeding and reckless driving.

higher chance of crashes, and also increased severity of such crashes. Deterring over-

Transport and Highways (MoRTH), over-speeding is

speeding using enforcement systems has been proven in numerous geographies to

the major cause of road fatalities in Maharashtra State in 2017/18.Over-speeding leads to both aÂ

successfully reduce the number of fatal crashes and also the severity of crashes.

According to the statistics of the Ministry of Road

Major cause of road fatalities in various states in India (note classifications are impacted by those opted by local police personnel in each state)

22Â |Mumbai Pune Expressway Speed Enforcement

Maharashtra state experienced the fourth highest number of road accidents in India (after Tamil Nadu, MP, Karnataka and UP). In 2017, 35,583 accidents were reported to police in Maharashtra.

However, in cases where accidents that prove fatal for drivers, Maharashtra moved up the statistical order.

MH experienced the third highest death toll in India due to accidents in 2017 (after UP and Tamil Nadu) with 12,264 fatalities reported in the state that year.

Source: Ministry of Road Transport and Highways, Transport Research Wing, ‘Road Accidents in India’, 2017.

Highway accidents contribute approximately 33% of road fatalities in India, hence the opportunity to address this through using technology to influence driver behaviour change provide some low hanging fruit which can be easily implemented at short notice.

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2.1 WHY IS SPEEDING RAMPANT IN INDIA?

Speeding related crashes & fatalities impact an immense toll on families, as well as the economy. There are several systemic factors which influence why driving at unsafe speeds is so rampant on Indian roads and this is best understood through a systems-approach analysis.

Influencing factors include regulatory, technological & behavioural factors, besides road engineering and geometry :

when it is safe to increase driving speeds again. A lack of adequate speed-limit signage results in drivers assuming that the speed limit on a highway is 80kmph or 100kmph throughout. In some instances, speed limits are set too low for the road section (eg: 80kmph for LMVs on a three-lane straight section expressway) which results in drivers ignoring regulations and willfully speeding as well.

I. REGULATORY FACTORS: a) Lack of awareness of speed limits & establishing speed limits: Drivers are often unaware of speed limits as speed-limit sign-posts are irregular on all types of roads. Speed limits

b) Limited physical speed enforcement which is often undertaken only in certain locations or during certain seasons/

need to be changed to suit road conditions

times (blitz campaigns) rather than imposed 24/7 in any location.This form of human

(inhabited sections, dangerous curves, wind factor on bridges and mountain passes, sections where

dependent enforcement can cause drivers to assume the official attitude to enforcement is

road workers are present on the road, etc.) and

intermittent and speeding is possible where enforcement is not regular or strict.

need to be marked at each section where they change or are lowered, and again and once more

24 |Mumbai Pune Expressway Speed Enforcement

aggressive driving behaviour which indirectly

automated enforcement. Numerous attempts have been made at standardisation, but even

also impacts speeding as poor driving behaviour on the road becomes pervasive. Police efforts are

“standard” number plates tend to have font sizes and characters that vary which poses

hampered in enforcing agressive driver behaviour due to infrastructure related bottlenecks. For

challenges for ANPR engines to be an

c) Limited enforcement against unsafe &

effective tool.

example, road lane markings tend to be intermittent (double lines on lane dividers, at shoulders, in overtaking sections, etc. all communicate the road rules applicable for safe driving behaviour). Appropriate lane markings allow police to enforce against overtaking in dangerous sections of the road, stopping at narrow fast-moving areas, lane changing within tunnels, driving slow moving vehicles in fast lanes, etc.

Intermittent use of appropriate road lines & lane markings makes it difficult to enforce road rules.

This contributes to a lax attitude amongst drivers towards road safety regulations, resulting in unsafe driving behaviours and over-speeding in sections that are dangerous (overtaking on curves, or blind sections etc). An attitude develops amongst drivers that whatever is not officially prohibited by road rule signages, is permissible. d) Punitive regulatory measures are yet to be implemented, for example a points-based demerit system for infringements such as speeding, driving in the wrong lane etc. are missing and driver motivation to change behaviour beyond simply paying the fine is consequently limited. This can

f) Defensive driving training is not mandatory in India and most drivers have not been through any education or certified training courses on safe driving, driving to conditions, anticipating bad behaviour on the roads from others nor on how to react to rash driving by others. Driver training for heavy vehicles and fleet drivers is also not required by law and training on safe road use tends to be sparse & reliant completely on the motivation of individual employers or drivers. Licensing tests focus on vehicle movement and elementary driving rules.

Consequently, speeding can be viewed sometimes as a “right” or a minor offence rather than dangerous road related behaviour. g) Specific expressway driving rules are not yet a mandatory component of the motor vehicles act & driving tests. Consequently, drivers are often unaware of the risks that speeding, lane weaving and aggressive driving behaviours entail on an expressway.

reduce the impact of a speeding fine to becoming a form of speeding tax. e) Number plate standardisation irregularities is a significant challenge in India and greatly reduces the ability of automation technologies to help impact driver behaviour change through

25 |Mumbai Pune Expressway Speed Enforcement

II. TECHNOLOGY FACTORS :

III. BEHAVIOURAL FACTORS:

a) Implementation of technology solutions that

a) Feeling of release: Cities in India are growing rapidly and average speeds on

are ill-suited for Indian roads, including videobased evidence capture on low megapixel cameras and automatic number plate recognition with poor enforcement capture rates - (typically averaging 60% or even lower). Such systems have proved ineffective in changing driver behaviour and often result in higher capital costs. This has also resulted in lower roll-out levels of the technology and lower success rates in altering driver behaviour and is often ineffective in reducing speed related fatalities on roads. (Refer 2.2 for a more in-depth

metropolitan roads have dropped significantly as commuters become mired in traffic jams on increasingly bottle-necked roads as part of their daily commute to work.

Driving on a highway or expressway in contrast allows for a feeling of release and abandon that comes with moving at a rapid pace between two points. The novelty of the speed, the opportunityfor psychological release play an unrecognised role in

analysis).

behavioural issues leading to drivers indulging in speed related behaviour and

In instances P2P average speed ANPR has been introduced ahead of other technologies to change

need to be addressed with awareness campaigns on the impact of speed and unsafe

unsafe driver behaviour at accident black spots.

P2P is a very useful tool to slow down traffic in an

driving behaviour.

entire highway section & requires number plates of all passing vehicles to be legible & readable by the

b) Modern vehicle designs: Most modern vehicles incorporate design elements that

ANPR software engine. P2P works best when implemented after speed traps have been installed

allow for reliable handling and manoeuvres at much higher speeds than Indian roads

at accidents black spots to slow down traffic in

have seen before. Driving at 120kmph feels similar to the experience of driving at 80kmph in older designs. Vehicle reliability

vulnerable areas immediately, so as to address speed related accident fatalities. Typically, P2P ANPR is the next step after establishing camera speed traps on a highway.

has allowed for drivers to have a false sense of confidence that the vehicle can handle

26 |Mumbai Pune Expressway Speed Enforcement

any unforeseen circumstances. This has resulted

to be relentless and tweaked often to continue to

in behaviours such as driving at continuous

retain attention.

speeds through varying conditions resulting in higher driving speeds in vulnerable sections. c) The cool factor: Almost all global genres of films & television serials from James Bond to television shows on crime & action glorify high speed car chases, adding an element of coolness to such behaviour. Globally this has been combatted by governments and police forces through significant efforts in media and

d) Lack of awareness: Presently there is a lack of awareness of what even constitutes as speeding and various drivers perceive this differently. Is speeding driving 5 kms above the speed limit, or driving faster than others on the same road, or driving rashly on a congested road? What is the speed limit on city roads, on built up sections of highways or on flat, straight sections of highways and expressways? This lack of awareness stems in

of speeding related crashes on families. Such

part from limited regulatory communication on roads, leaving decisions on speeds to drivers who

high impact media campaigns have made a

have inadequate information on how to

significant difference to driver behaviour globally, but have not been implemented in India

manoeuvre through such grey information zones.

In such circumstances drivers will drive to speeds

yet in a concerted or holistic manner.

that suit their schedule.

publications, in order to demonstrate the impact

Behavioural factors need to be addressed by a through all forms of media – outdoor, online,

e) Other factors: Alcohol has been cited as one of the causes of speeding as well and there are

television, radio, mobile phone chat

statistics from numerous agencies to prove the

applications, etc. Such campaigns typically need

causal link.

determined media campaign that reaches drivers

27 |Mumbai Pune Expressway Speed Enforcement

2.2 WHY EFFORTS TO CURTAIL SPEEDING THROUGH ENFORCEMENT TECHNOLOGY HAVE HAD LIMITED SUCCESS IN INDIA The Ador & Acusensus teams set out to develop an enforcement technology that specifically addresses the obstacles to success which have been faced by speed enforcement systems in India.

Benchmarking the launch of Bharat-Benz, who created an Indian-specific transport vehicle, the team set out to address enforcement technology challenges experienced in India and the cost bearing capabilities of Indian police & regulatory agencies. A detailed study of the existing technologies deployed in India was undertaken

a) Implementation of technology solutions that are ill-suited for Indian roads. As radar bandwidth for public use was previously restricted in India, until recently technologies that were mostly video or optical sensor-based were deployed. In many instances capital equipment that is not accepted as enforcement grade quality in other geographies has been installed (i.e. lowresolution cameras, lacking vandal-proof measures, low level resilience, higher operating & capital cost, etc). Such systems unfortunately have an impaired ability to read number plates in all conditions (eg: night-time, rain, fog, reflective number plates, etc, all of which prove difficult for both the naked eyed and also for many ANPR engines to address).

enforcement technologies to change driver

Often, technical specifications mandated have little relevance to actual conditions

behaviour were identified.

on roads in India. For example, typical

and the roadblocks that compromise the ability of

28 |Mumbai Pune Expressway Speed Enforcement

specifications for speed enforcement systems

b)Capital Cost: Mandating ANPR and point-to-

have included Automatic Number Plate

point average speed enforcement on sped

Recognition (ANPR), Point-to-Point average

enforcement systems also increases the cost of

speed determination, fully automated challan

each enforcement system (additional cameras

issue, etc.

are required for each lane to monitor vehicles, overhead gantry or F- pole systems are

behavioural change once speeding has been

required, there is the additional cost of ANPR software, optical fibre cables are required for

addressed at specific black spots and when

each location for video bandwidth,and the

regulatory authorities seek to reduce speeds across an entire section of a highway. ANPR P2P

system has significantly higher server cost to store video-based infringement evidence, etc).

also requires a very high level of number plate

However, as mentioned above, without a high

standardisation in order to be successful.

level of number plate standardisation, such

Consequently, in India such systems have

systems don’t necessarily achieve the change

demonstrated success rates well below the

in driver behaviour desired as the enforcement

threshold required to change driver behaviour in

levels delivered are sub-optimal.

a sustainable way, which is a recognition &

Consequently, implementation nationwide has

infringement success rate above 92%.

been low and slow and confidence in such

ANPR P2P is an ideal next step towards

systems is low as well.

The Ador Harmony system ran two independent ANPR engines during the trial and both showed a recognition rate of 50%- 51%, irrespective of lanes. With time, AI algorithms would improve this, but will always struggle to attain the 92% threshold with the present level of number plate standardisation. Our own data collated at the YCE confirms that even a very successful ANPR engine would only reach a maximum automatic number plate recognition rate of approximately 70%. Above that, number plates that are not recognised by the system will need to be escalated to a control room for manual review in order to reach the benchmark 92% threshold rate.

c) Lack of immediate impact: Often the speed enforcement solutions employed do not include a white light flash and consequently there is no instantaneous feedback loop to drivers that they have been caught or that a speed camera trap is operating in the area.

Drivers only discover a few weeks later when the postal challan is delivered. Visible flashes have an instant impact on all motorists, including those following a speeding car and are far more successful at changing driver behaviour than a passive infra-red or software enhancements of video based evidentiary footage.

29 |Mumbai Pune Expressway Speed Enforcement

d)Database management challenges which are typical in an environment where speed enforcement is only starting to be implemented also hamper the ability to issue infringements to all vehicles. The ability to query databases of offending vehicles not registered in the same state remains limited at present even through efforts in harmonisation are underway. e) Loopholes in post infringement fine management which entails ensuring fine notices issued are in fact paid and applying further demerit points to a driver's license if they are not paid.

30Â |Mumbai Pune Expressway Speed Enforcement

2.3 HALLMARKS OF A STRONG SPEED ENFORCEMENT SYSTEM The primary objective of a speed enforcement system is to facilitate driver behaviour change so as to prevent crashes and fatalities, ensuring people get home safe to their families. The effectiveness of an enforcement system is directly related to the deterrent factor the particular solution presents.

The deterrent factor (i.e. the ability of the system’s presence to reduce speeding behaviour), is related to several factors of the system and enforcement program, such as:

31Â |Mumbai Pune Expressway Speed Enforcement

The likelihood that the system will definitively detect an offending driver.

The chance that the driver will in fact be caught by the enforcement system and that the technology is capable of a high percentage of enforcement (i.e. 92%+) so that drivers become aware there is low potential to avoid speeding fines when passing a speed enforcement trap.

Public awareness of the system.

Drivers being made instantly aware they have been captured through mechanisms like a flash light at the speed trap. This slows down the offending vehicle and other vehicles in the vicinity that witness the flash.

Public perception of the enforcement system.

The enforcement system must be fair in its implementation and should be used to target dangerous locations, rather than just simple revenue-raising.

The accuracy of the system, such that a speeding offence will not be challenged in courts.

Drivers are confident the system has no (or very limited) errors, is well calibrated and not worth challenging.

The prosecution rate and penalty system, the proportion of offending drivers that are made to serve a punishment, whether that be driver training, financial penalty or incarceration.

The consequence of not serving the penalty are high (imprisonment, point based demerits, inability to renew insurance etc).

32Â |Mumbai Pune Expressway Speed Enforcement

2.4 THE TWO TYPES OF AUTOMATED ENFORCEMENT TECHNOLOGY OPTIONS, AN EXPLANATION: There are two kinds of speed measurement strategy for enforcement: an instantaneous speed trap and average speed (point-to-point speed). An

Later, as the public becomes used to speed enforcement at high danger locations, as fatalities at black spots are reduced, regulatory authorities are able to typically move towards implementing point-to-point speed enforcement systems to encourage general compliance (ensure people never speed anywhere). Point-to-point can typically only be employed on highways while an instantaneous speed trap can be employed anywhere.

instantaneous speed trap monitors the speed of the vehicle at a point on the road (which can be fixed or mobile based). Average speed on the other hand uses a stopwatch approach to time a vehicle transiting through a section of road, to calculate if it was speeding throughout the entire section.

Typically, countries will employ an instantaneous speed trap system first, targeting higher danger, accident black spot zones.

33Â |Mumbai Pune Expressway Speed Enforcement

Below are the main differences in the two technologies from the perspective of the specific challenges faced on Indian roads: Point to Point enforcement with ANPR

Instantaneous speed trap with manual number plate ID

1. Likelihood of detection

60%-70% automated capture success rate based on the present level of number plate standardisation.

Demonstrated 98%+ successful capture rates in India.

2. Awareness of capture

No awareness until penalty notice is received several days or weeks later.

Can use visible flash to show the drivers that they are speeding and have been caught.

3. Public Perception

Highway deployable solution only.

Encourages total compliance.

May form resentment from enforcing speeds at places the public thinks that “speed limit is too low here anyway".

Enforcement locations can initially be targeted at high accident areas only initially, which may be more politically palatable, when enforcement system are first implemented.

4. Accuracy

Accuracy relies on clock accuracy. Differs by provider.

Photographic quality can be poor.

Highly accurate speed standards.

Photographic quality is excellent, providing full car make/model/colour details, along with high level of scene context.

5. Prosecution Rate

In order to have prosecution rates above 92%, unreadable number plates need to be escalated for manual review. Without this prosecution rates will be 60%-70% (or lower), given the present level of number plate standardisation.

Prosecution rates will be as high as 98%+ based on instantaneous challans at toll booths with postal challans to those vehicles not captured at toll booths/police check points.

34 |Mumbai Pune Expressway Speed Enforcement

3.0 INDIA SPECIFIC PLUG & PLAY ENFORCEMENT SYSTEM Having identified why enforcement efforts using technology are falling short in India, the Ador & Acusensus teams set about designing a solution that addresses the core challenges faced by speed enforcement technology solutions. The result was ADOR HARMONY – an India specific, resilient technology solution.

This radar speed enforcement system comprises several important parts including a sophisticated radar sensor to detect the speed of a vehicle and classify them according to size & lane as well as also passively count traffic that passes the system,

no matter at what speed vehicles pass. It also includes an ultra-high resolution (9MP) camera and a unique lens system to capture prosecutable images of travel speeds upto 300kmph, in all weather and light conditions. In order to provide instantaneous feedback to drivers and adjacent vehicles, the system also includes a low dazzle flash to illuminate the scene and also act as a deterrent. The images are automatically analysed on the graphics accelerated computer present on the equipment at the speed trap itself.

Images are then generated by the system software and sent to a cloud hosted queue for generation of an e-challan either at control room, a toll booth or a police squad car.

35 |Mumbai Pune Expressway Speed Enforcement

RESILIENT TECHNOLOGY SOLUTION: In order to ensure that there is

The Harmony system was designed to be a lower cost system where one camera can cover 4 to 5

strong scene context and that all number

lanes and take 2 pictures per infringement,

plates can be read, no matter in what format

capable of tracking over 40 dynamic situations

or language, and the prevalent

simultaneously. The system needs little data

environmental conditions, a 9MP camera has

bandwidth and can work on a 3G GSM to

been employed as part of the system. This

communicate thereby reducing costs with no

allows for each image to be zoomed to the

need to connect optical data fibre cables. The

maximum possible with barely any pixelation

system can capture infringements for speeding,

– day or night, irrespective of inclement

varying speeds per lane, varying speeds for

weather. A fog filter can also be added if the

vehicles sizes, infringements for heavy vehicles

system is operating in extreme low visibility

in fast lanes and even wrong side driving.

conditions.

Consequently, it is NOT a system optimised for

Ultra-High-Resolution Camera:

ANPR. In order to successfully implement ANPR, Number plate recognition by the most optimal means possible (not ANPR): Number plate recognition is undertaken through optimised recognition. Once a vehicle has been captured by the system, two images of the offence and data-bar offence stamp are compressed and uploaded to the Control Centre (C2), where all number plates are read manually, and a challan

one camera is required per lane overhead, or one camera can cover two lanes. The Harmony system optimises costs by reducing capital cost per lane, costs of communications whilst creating an immediate feedback to drivers of an infringement. Harmony allows for manual verification of each infringement photo and a challan to be drawn and has a proven track record in the Indian context of 98.5%+ success

or e-challan is drafter by an operator. Why?

rates on Indian highways and expressways.

Because this ensures capture success rates

Any ANPR system also requires all number plates

above 98% as have been proved at the Mumbai Nashik Highway and 98.5% on the Mumbai-Pune Expressway. High enforcement rates are the only way to change driver behaviour.

that are unrecognisable (in some instances this is as high as 50% of all number plates detected) to be escalated for manual reading as the ANPR engine itself is unable to read them.

36 |Mumbai Pune Expressway Speed Enforcement

Ador Harmony accounts for this and through a

No need for fibre optic cables

high-resolution camera ensures that all number

to be dragged to all locations

plates can be read. Reading a number plate and drawing a challan takes less than 45 seconds per

where a speed trap is installed. Where

vehicle for a trained operator to undertake

or 4G GSM network to communicate to a

manually, ensuring there is no leakage of

control room or squad car. The

offending vehicles within the system. (The

compression of data is efficient and low

Harmony system can operate any ANPR engine

data bandwidth still allows for a high-

and numerous engines were run during this

speed transfer of images.

exercise on the expressway. All averaged a recognition rate no higher than 51%. The variability of success between the three expressway lanes did not change and the rate of recognition was the same at night and day.

Consequently, the camera capability had little

OFC is unavailable, Harmony can use a 3G

The system is plug and play and can be installed or moved in less than one day. It does not need significant training to operate and the platform is robust.

to do with the lack of success of the ANPR

The system is resilient and can also work

engines. The ANPR engines typically struggle with detecting Indian number plates above 50 –

on a mobile platform and does not require

60% and with such a high level of manual

calibration to do so.

escalation in any case, Ador & Acusensus decided to design a system to manually review each infringement picture and rapidly create a challan).

much retrofit or re-engineering or re-

Low dazzle flash to alert the driver and adjacent vehicles that the vehicle has been caught speeding, which has the highest influence

Reduced capital costs as one camera can cover

on slowing speeds once the speed trap is installed.

4 to 6 lanes (instead of 1 camera per lane as

The entire system is

required by ANPR camera systems), capital

made in India.

costs are much lower. Further as the system is

Parts are imported from Germany and

not video based, data bandwidth requirements

Japan, or manufactured in India and

are low and data storage requirements costs are

assembled together as a single technology

very low as well i.e. overall systems investment

platform solution at the ADOR factory in

and operations costs are much lower.

Pune.

37 |Mumbai Pune Expressway Speed Enforcement

3.1 DEPLOYMENT OPTIONS The Ador Harmony system was designed to allow enforcement and regulatory authorities to rapidly deploy the system at dangerous locations either through a fixed format or on a mobile platform without installation related pain.

Fixed Solution Components for a resilient system generally communicate via Ethernet and can be mounted flexibly. The camera, flash, radar and camera are mounted above the road surface to ensure clear line of site to all vehicles and to be free from opportunistic vandalism. The most optimal installation for an instantaneous speed trap is on the side of the road, preferably mounted on existing infrastructure. where possible. The wide coverage of the camera, radar and flash permit roadside installation and forego the need for expensive gantry installations.

38 |Mumbai Pune Expressway Speed Enforcement

Portable Solution A resilient speed enforcement system should also support ‘anywhere-anytime’ enforcement and the system should be able to be mounted on a mobile platform with minimal design or software changes. Portable systems can be deployed by parking a vehicle or trailer at the roadside to capture the traffic in the closest lane(s) to the system. Where required the systems should be able to elevate the cameras on actuated masts to an appropriately high position to capture the evidence (for example evidence of phone use).

39 |Mumbai Pune Expressway Speed Enforcement

3.2 DETECTION AND IMAGE CAPTURE EQUIPMENT The solution comprises an ultra-high definition

Flash can also be triggered with a camera to

4D tracking radar to detect the vehicles, on a

the rear of vehicles with pictures taken as

9MP global shutter camera to capture evidence

vehicle pass the Ador Harmony enforcement

of vehicles speeding beyond the set speed

system. One flash unit can be designed to

limit. An LED flash to illuminate the still images

capture six lanes and also customised for a

is deployed with each camera as well. The flash

lower number of lanes to save costs. In

can be infra-red as well, however in order to

some instance at unique black spots,

influence driver behaviour change, we

additional cameras may be required based

recommend a white LED flash which is of

on lane geometry and angles of attack.

low enough intensity not to blind drivers.

ADOR Cameras mounted on a gantry: 9MP Shallow

40 |Mumbai Pune Expressway Speed Enforcement

3.3 RADAR VEHICLE DETECTION AND IMAGE TRIGGERING The radar system is capable of detecting all

units will be required.Once the radar has

vehicles across any 6 visible lanes when

been triggered by a vehicle traveling over

mounted overhead on a gantry or pole. The

the designated speed for that zone, two

mobile version of the system is capable of

pictures of the offending vehicle are taken

detecting 3 to 4 lanes in one direction on a

in quick succession – Pic A is the

highway with a median strip or both lanes of

infringement picture and Pic B is the

opposing direction traffic if the highway is a

confirmation picture. The system then

single lane reciprocal road highway with no

uploads the picture to a cloud server with a

median strip.

date & time stamp, location stamp, speed

zone identification, documented proof of

On highways with a median strip that is not

actual vehicle speed, lane and direction.

too wide, the radar can detect 6 lanes in opposing directions (3 lanes + median +3

The picture is uploaded from the camera

lanes) however 2 cameras and flash

system using a 3G or 4G GSM based router

41 |Mumbai Pune Expressway Speed Enforcement

using any network available in the area.

system is agnostic to all ANPR engines and

Alternatively, if data bandwidth is available

any software capable of efficiently reading

through fibre optic cables, this network can

Indian number plates can be used.

be used for faster up-linking as well. The

However, it is our recommendation that the

system can be set to automatically down load

challans be manually made for the first two

each picture at the police control room where

years instead of deploying an ANPR engine

number plates can be manually read, and a

immediately, so as to achieve high

challan/ e-challan can be generated. As each

enforcement rates and change driver

picture is a high resolution 9MP picture, it can

behaviour. The ANPR engine will in any

be zoomed to any extent to read non-

event require a manual escalation for a very

standard number plates in various languages.

high number of offending vehicles in the

This ensures an enforcement rate in excess of

early stages of implementation till the AI

92% guaranteed, on the YCE the system

capability learns to recognise various Indian

demonstrated a success rate of 98.5%.

license plates. Once the speed traps have

An ANPR engine can be added as well and the

had an impact on reducing fatalities at black spots P2P ANP can be introduced.

98.5%

Optimized number plate recognition-the only way to get over a 98.5% enforcement in India

42 |Mumbai Pune Expressway Speed Enforcement

3.3.1 RADAR SYSTEM Capture images with high resolution Capture multiple images of the offending behavior Capture video to show the sustained usage if necessary, according to local state regulations Offer secondary methods to determine speed Embed security indicators in the encrypted evidence packages Overview: The Ador Harmony traffic enforcement camera solutions operate autonomously to capture prosecutable evidence of drivers disobeying road rules. Key behaviors our systems capture include speeding, wrong way driving and heavy vehicles driving in the high-speed lanes. During the demo test on the YCE, it became evident that the quality of imagery from the system was so high as to allow for other infringements to be identified as well, including seat belt related infringements and also (manual) visual evidence of mobile phone use.

We understand the need for prosecutable evidence, and therefore the system design has emphasized the ability of the system to gather clear and unambiguous evidence that will stand up in court.

Components The Ador Harmony speed enforcement system uses high quality components from reputable internationally recognized suppliers. All components are selected for long reliable lifespan and accurate performance. The system avoids moving parts such as motorized lenses to minimize maintenance costs.The system software solutions have been developed by global industry experts with decades of combined experience delivering to government clients.

The extraction and viewer software is flexible across platforms, running on Windows, Linux or even MacOS.

43 |Mumbai Pune Expressway Speed Enforcement

Item Radar

Camera

Flash

Description

Image

A speed enforcement grade HD tracking radar is used to detect and track all approaching vehicles. The radar accurately tracks the position and speed of all vehicles, informing the camera system when to trigger images. The radar furthermore provides vehicle classification information. The radar has international metrology approval and no rotating parts, hence significantly reduced maintenance costs and effort and a much longer life.

A speed enforcement grade HD tracking camera componentry from Germany but assembled in India to provide high resolution 9MP clarity, can take multiple frames per seconds to allow for two enforcement grade pictures of offending vehicles.

A custom flash unit comes in both Visible (White Light) and Infrared (Invisible) options. The unit is designed to deliver a high quantity of light in a very short duration. The flash uses LED technology to ensure excellent long-term component life unlike Xenon tubes. The flash exposes only while the camera is exposing (e.g.

0.5ms), thereby minimizing power consumption and light energy pollution. By storing power for short duration bursts, the flash unit can generate over 6kW of light energy per exposure, allowing plenty of light to penetrate through the windshield and provide well illuminated images of the driver inside the cabin. The flash is typically lensed to produce a wide and even light over a 22-degree circle.

The entire system can also be housed in an SS Atex compliant housing which would provide protection against vandalism. Whilst this was not deployed during the trial period, it is available as an option.

44Â |Mumbai Pune Expressway Speed Enforcement

3.3.2 HOW THE SYSTEM WORKS Simple 3 Step Process

Vehicles traveling over a speed limit are captured by a 9 MP camera triggered by a sensitive radar located on a pole or mobile system

Two high -definitions of the same speed infringement are sent through small packet format using a 3G/4G SIM & network either to a control room or squad car on a hand held device

A challan / e-challan can be manually prepared from the evidence provided allowing 99%+ enforcement

Challan/ EChallan

Data flow diagram between camera system, cloud and processors 45 |Mumbai Pune Expressway Speed Enforcement

3.3.3 OPERATION The radar unit emits (transmission) radio waves

If an over-speeding vehicle is detected, the

along the highway. These waves bounce off the

high-resolution camera is triggered once the

vehicles near the unit, some of which bounce

vehicle reaches the appropriate location on

back to the radar (receiving). The information

the road for image capture. When the

gathered provides the distance to, direction

camera triggers, the visible flash is also

of, and speed of, and the size of each vehicle

triggered, providing ample illumination of

around the radar. This information is compared

the vehicle in the image, but also providing

by the computing unit to enforcement rules to

a visible deterrent, letting the driver know

decide if any of the vehicles are over-speeding

that he or she has been caught over-

and should therefore have evidence captured

speeding.

Â

As each vehicle approaches the radar, the speed, range, size and angle to target is measured by the Ador Harmony System

46Â |Mumbai Pune Expressway Speed Enforcement

Vehicle approaches enforcement camera system

Radar measures speed from upto 300 m away

Overspeeding vehicles set capture process in motion

Images are taken only of those vehicles

photographic evidence and visible deterrent

exceeding the speed limit: This policy allows

capability, factors that assist the

higher resolution imaging technology to be

enforcement program. The system also

used (compared with video &/or ANPR

counts and logs data of all vehicles that

systems), along with full colour and visible light

pass the system including speed, size and

flashes. In turn this leads to high quality

time data.

Vehicle reached image trigger point (typically 30 m from camera)

High resolution camera captures photograph, flash is fired

Images and data are packaged and encrypted

Encrypted package is transmitted to control room

47 |Mumbai Pune Expressway Speed Enforcement

The images of the over-speeding vehicles or vehicles with ancillary infringements (eg: Lane used violations, wrong side driving, etc.) are

Captured @132 kmph

combined with evidential data, encrypted for secure transfer, and then transmitted to a central control centre. In the control centre, the images are put through a manual processing system to: Â

Manually verify the offence to decide to proceed with sending out a penalty notice (for example, ensure the overspeeding vehicle is not a police car or ambulance with lights on)

Lane Violation (Right)

Perform a license plate lookup against the vehicle registration database Generate a penalty notice with information such as time, location, speed, penalty payment information and information about how to challenge the offence Print and mail the notice to the owner of the offending vehicle The notice must be sent on to the agency designated to enforce the penalty notices and deal with disputes These actions may be distributed across several locations & agencies and can be handled remotely as well from any geographical location.

48Â |Mumbai Pune Expressway Speed Enforcement

Lane behaviour management

3.4 PERFORMANCE 3.4.1 High Speed Capture Captured @ 177 Kmph

The Ador Harmony speed enforcement solution

approvals such as Swiss METAS speed

has been designed to capture vehicles driving

enforcement approval. By utilizing radar

up to 300kmph without any compromise to

triggering, the Ador Harmony system can

detection performance or image quality.

trigger its cameras and flashes only precisely when necessary, avoiding

The radar system operates in all weather

excessive computer load and allowing

conditions, providing precise vehicle positions

greater flash energy storage for brighter

and speeds and has international metrology

images.

49 |Mumbai Pune Expressway Speed Enforcement

3.4.2 Image Quality A key output from the system is the digital

detail of the scene context and yet zoomed

image evidence. Each evidence package will

out enough to show lane context and ensure

have at least 2 high-resolution images (12MP or

the vehicle is captured regardless of lane

9MP) of the target vehicle at different positions.

position. An example of the image quality

Each image is zoomed sufficiently to show high

captured is shown below .

50 |Mumbai Pune Expressway Speed Enforcement

3.4.3 Image Element Databar Each image comes with a databar at the top containing information about the vehicle capture and the deployment. The content of the databar is configurable. An example is demonstrated below, showing information such as the location, deployment ID, lane, sequence number, vehicle speed, date, time and image designator. The databar makes the need for any video evidence redundant.

3.4.4 Low Dazzle Flash Solution Through selection of very sensitive cameras the Ador Harmony system can use lower intensity LED flashes, emitting a fraction of the light compared to Xenon flashes. A key feature is the precise trigger timing, which ensures light is only generated for the exact time the camera is exposing, reducing total light pollution compared to a Xenon flash.

51 |Mumbai Pune Expressway Speed Enforcement

3.4.5 Simultaneous Offence Capture The Harmony camera system simultaneously monitors traffic across at least 4 lanes. If two vehicles offend at the same time, both vehicles will be captured. The camera system operates with a quick cycle time, being able to take images faster than every 100ms, however if the offences occur within this time the system can share the image taken for one vehicle and apply it to the other vehicle as well. Â

3.5 ADOR HARMONY DETECTION AND REPORTING CAPABILITY Speed enforcement across all lanes by one

Passive vehicle counting and

camera installed at an appropriate height

classification by size for all vehicles

and angle

Passive continuous data accumulation in

Enforcement of varying speeds limits

all weather conditions

based on lane type (eg: slower speed on

ANPR is possible as an addition, the

kerbside)

system will run on all ANPR engines.

Enforcement of varying speed limits based

However driver behaviour change in the

on vehicle size (eg: slower speeds for

present conditions in India (given that

heavy vehicles)

number plate standardisation levels are

Speed enforcement in both directions

low) is best achieved by using an

across multiple lanes, including varying

optimised number plate recognition

speed limits for LMVs and HMVs.

rather than through deploying an ANPR

Lane use violations, for example

engine.

restricting trucks from using the right most fast overtaking lane.

Wrong side driving enforcement.

52Â |Mumbai Pune Expressway Speed Enforcement

4.0 YCE MUMBAI PUNE EXPRESSWAY SPEED ENFORCEMENT The Ador Harmony system was installed on the

the YCE at the first egress/ ingress point

YCE Mumbai Pune Expressway on 3rd March and this report analyses data from the system and a

towards / from the Nava Sheva Port on the

30 day period thereafter. The speed trap was

there is also a police monitoring post and

located approximately 9 kms from the start of

police station.

Mumbai to Pune direction. At this location

Â

53Â |Mumbai Pune Expressway Speed Enforcement

4.1 THE UNIQUE DRIVER BEHAVIOUR CHALLENGES OF THE YCE The YCE is an 94km long restricted-access

There are numerous reasons for crashes and

expressway that comprises three lanes in each

fatalities on the YCE including road geometry,

direction divided by a median strip and a hard shoulder with barriers or fences throughout the

infrastructure, fatigue, as well as illegal or

entire length. Only vehicles with four or more

the technology being evaluated, this report

wheels are permitted access on the expressway (2 & 3 wheeled vehicles are prohibited), and for

limits itself to driver behaviour stemming from

the most, this discipline is well followed. It was partially commissioned in 1999 and made fully functional a few years later. The YCE connects the cities of Mumbai and Pune and comprises three distinct sections: A lower flat and mostly straight geometry section closer to the coast and Mumbai A shared hill road (ghat) section with the old national highway with sharp curves, unique

geometry and topography challenges and an

reckless driving behaviour. Due to the nature of

speed.

Driver behaviour changes in each section and the risks and impact of these risks are different for each of three sections. Driver behaviour on the YCE also differs based on size of vehicle and time of day. Regulations and use of electronic speed signs to alter driving speeds to conditions has not yet been introduced on this road and consequently driver behaviour tends NOT to vary based on climatic or road conditions.

elevated section over the town of Khandala

Secondary data also indicates that on the YCE,

An upper Deccan Plateau flatter section

over-speeding related fatalities also are

closer to Pune which has longer straight

impacted by :

sections interspersed with a few wide, high

Tyre-bursts of re-treaded tyres & cheaper

speed, well designed 90-degree curve

rubber treads at higher speed, &

sections.

High impact tail ending of trucks by smaller vehicles in fast lanes as truck drivers weave

The expressway has both short and long

through lanes endeavouring to overtake

tunnels in all three sections.

each other at varying speeds.

54 |Mumbai Pune Expressway Speed Enforcement

Poor driving behaviour on the YCE is further

target the distinct behaviours and the

exacerbated by the fact that vehicles of

underlying causes for these driving behaviours

differing capacities (eg: MAVs that are ultra-

in each section of the expressway.

heavy goods carriers, HMVs and LCVs carrying produce, trailer based trucks carrying livestock

For example, the Khalapur toll booth presents

& horses, a multitude of different types of

itself after a long straight high speed section, but tends to be a bottleneck with wait times being 7 or

buses, and finally LMVs ranging from modern high speeds as well as very old smaller cars

8 vehicles deep at most times of day. The toll is followed by a broad section that experiences a

with re-treaded tyres that struggle to maintain

steep climb. Driver stress resulting from the wait

speeds in certain sections). There is a

times, causes reckless speed behaviour in the

significant daily throughput of approximately

climb section that immediately follows the toll

35,000 vehicles per day in each direction,

station. This is exacerbated by HMVs of varying

as measured by the Ador Harmony System at

speed capabilities endeavouring to overtake each

this location. This volume increases

other, resulting in all three lanes being slowed

exponentially on weekends.

down by trucks. This in-turn causes LMV drivers to

The hill section has some very narrow

use hard shoulders to overtake at speeds in blind

German designed luxury vehicles capable of

sections and also steep climb sections that slows down most LCVs, HMVs and MAVs. Lane weaving, tailgating, driving on the hard shoulder, driving at speeds well above the speed limit and three slow moving HMVs driving across all three lanes, endeavouring to overtake each other are common occurrences on the YCE. Consequently, any speed enforcement & calming measures to

or curved sections, or indulged in extremely risky high-speed lane weaving behaviour between HMVs whilst endeavouring to overtake through narrow gaps between vehicles. Addressing such behaviour will require a holistic approach including addressing toll gate wait times, enforcement of lane discipline on slower moving HMVs, speed calming measures, as well as speed enforcement measures.

help save lives on this road will need to

55 |Mumbai Pune Expressway Speed Enforcement

Crash data analytics: Source: Highway State Police (HSP), Maharashtra

YCE Expressway Crashes and Fatalities 2016-2018

Crash data for the YCE for the previous 3-year period shows 360 crashes occur on average per year, i.e. one per day.

On average 40% of these crashes are fatal, but fatality rates are high running at over 100 per year (151 fatalities in 2016 reducing to 110 in 2018)

YCE Total Accident Statistics 2016-2018

Data source JP reserach India Pvt Ltd & Save life foundation

The total accident statistics demonstrate a stubborn, continuously steady accident rate year on year on this expressway. The fatalities, injuries and crashes all demonstrate a steady rate which indicates that the approach to addressing this will need to by system wide and multi-pronged approach.

56 |Mumbai Pune Expressway Speed Enforcement

Speed related risk black spots on the YCE: Source: JP Research India Crash Investigation Data & Save Life Foundation

Data Risk Factor Considered

2013-2018 Pune Corridor

Year Year

KM94

KM11

KM73

KM18

KM80

Speeding

Mumbai Corridor

KM45( Speeding for condition)

KM83

--

KM71 to KM81

--

KM36 to KM46

--

Total TotalCrashes Crashes Fatal Crashes

Total Fatalities

2016

281

97

151

2017

360

89

105

2018

358

96

110

57Â |Mumbai Pune Expressway Speed Enforcement

5.0 OFFENCE DATA OUTPUTS FROM TRIALS 5.1 YCE Mumbai Pune Expressway data analytics On the YCE, the Ador Harmony system detected

120 kmph and only pictures of vehicles

the speed of vehicles at a particular point

above this speed setting were taken. These

located on the expressway on the Mumbai to

are stored on the Harmony server. However,

Pune side, located close to the start of the

the system is also capable of comprehensive

expressway near Panvel.The system was set to

analytics & counting + logging speed of all

detect vehicles driving above a speed of

vehicles passing the system and this report

The Ador Harmony 9 MP camera system ensures that all number plates can be read in all conditions, day & night or rain.

YCE MUMBAI PUNE EXPRESSWAY DEMONSTRATIONS – DAY AND NIGHT EXAMPLES OF NUMBER PLATE READABILITY

58 |Mumbai Pune Expressway Speed Enforcement

includes analytics of vehicles at all speeds as well.

The Ador Harmony system produced key pieces of evidence for each offence above the setting trigger (120kmph for this study). The evidence was then reviewed either using the Harmony Incident Viewer software locally, or through running the Harmony Extractor. The extractor outputs the individual files together make up an incident package, that  while the viewer loads these details in a single unified interface. Both software modules will decrypt the incident and verify the digital signature. Both modules are cross-platform, running on Linux, OSX or Windows.

The system demonstrated resilience in both day and night conditions with number plates being entirely readable.

59Â |Mumbai Pune Expressway Speed Enforcement

5.1.1 High resolution scene context examples day & night Captured @ 10 AM

Captured @ 8 PM

The Harmony system demonstrated continuous high-resolution imagery at all times, day and night, dawn or dusk- number plates were recognisable wherever present. The 98.5% success rate was impacted negatively only where number plates were obscured by other vehicles, or were damaged or were not present on the vehicle.

60Â |Mumbai Pune Expressway Speed Enforcement

5.1.2 Fastest vehicle sample captures Captured @ 191 Kmph

Captured @ 171 Kmph

61 |Mumbai Pune Expressway Speed Enforcement

Captured @ 177 Kmph

The Ador Harmony system can capture vehicles from a distance of 300 meters up to a speed of 300kmph. The fastest speeds recorded on the YCE during the study were 191kmph and 193 kmph. Dangerous ultra-fast driving typically takes place when the traffic volumes are low irrespective of time of day. Ultra-High speeds have been logged at mid-afternoon, early morning and late night as well. These are some sample pictures of the fastest vehicles passing the system.

62 |Mumbai Pune Expressway Speed Enforcement

5.1.3 Additional Collateral The use of a high resolution 9MP camera

Whilst the system was NOT designed to

provided additional collateral in most images which allowed the team to analyse data that is

provide these additional metrics, the

not normally possible. The high visibility inside

number of images.The visibility inside a

the vehicle cabin from the images allowed the

cabin depends on the angle of Pic A and

team to run metrics on types of vehicles, ratio

Pic B for each lane.

team was able to do so for a significant

of male to female drivers, potential seat belt infringements and even mobile phone use by drivers who were speeding.

Â

Some examples of high scene context and cabin visibility captured by Ador Harmony

63Â |Mumbai Pune Expressway Speed Enforcement

64Â |Mumbai Pune Expressway Speed Enforcement

5.1.3.1 Speeding + Seat-belt not worn by front row occupants The Ador Harmony system was designed only to

As the verification of each number plate takes

identify and issue infringements for vehicles

less than 20 seconds, the opportunity to also

speeding above the limit on the road. The

verify additional collateral from the high-

system employs a high resolution (9MP) camera which has proved a high level of capability to

resolution pictures provides an added benefit of the system design. Refer the analytics section in

identify instances when vehicles captured

6.0 for data and metrics on drivers and front row

speeding have additional infringements taking

passengers who did not engage a seat-belt, when

place. The system confirmed a capability of successfully infringing 85%+ of drivers and

the car was driving over the speed limit. Note that, on screen pictures can be zoomed to a much

90%+ of front row passengers in speeding

higher degree for verification as well.

vehicles who have not engaged their seat-belts.

This means that in only 15% of driver cases and

Following are some sample pictures of vehicles

10% of front row passengers cases, it was not

that were speeding where one or both front row

possible to clearly identify if a seat-belt was

occupants had no seat-belt deployed.

engaged or not.

No seatbelt

65 |Mumbai Pune Expressway Speed Enforcement

No seatbelt

No seatbelt

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No seatbelt

Note: Pictures are clearer on a screen and can be zoomed to a much larger extent without any pixelation, providing adequate infringement evidence where visibility inside the cabin is clear.

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5.1.3.2 Mobile phone use by drivers (distracted driving) As outlined earlier in this report, the Ador

distracted, either texting OR speaking on an

Harmony system was designed only to identify

electronic device).

and issue infringements for vehicles speeding

As the verification of each number plate takes

above the limit. However, as the high resolution (9MP) camera employed by the system has proved a high level of capability to identify instances when vehicles speeding have additional infringements, the system was able to successfully identifying 92.6%+ of speeding vehicles where drivers were also also using their mobile phone (i.e. in only 7.4% of instances was the picture not clear enough to determine one way or another). In 92.6% of the cases, the picture taken were definitively able to confirm whether a speeding driver was also using a mobile phone when driving or not (i.e.

less than 20 seconds, the opportunity to also verify additional collateral from the highresolution pictures provides an additional benefit due to system design. Refer the analytics section in 6.0 for data and metrics on drivers who were speeding and also using their mobile phones. The pictures below demonstrate the clarity of the images which provide proof of infringements. Note that on screen pictures can be zoomed to a much higher degree for verification as well. Following are some sample pictures of vehicles speeding where drivers were using mobile phones

Mobile phone use

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Mobile phone use

Mobile phone use

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Mobile phone use

Distracted driving is the new drink-driving.

It is rapidly becoming a major source of road fatalities in developed economies, and will eventually become a challenge that will need to be addressed on Indian roads.

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5.1.3.3 Distinguishing Male & Female Drivers Whilst from an enforcement perspective, it is irrelevant to identify driver genders, the Harmony system provides pictures clear enough to be able to do so. This provides additional tools to law enforcement authorities when looking for evidence of criminal activities or movements, or agencies seeking simple metrics on traffic and behaviour.

The system demonstrated that in 95% of  where cars were speeding it was cases possible to successfully identify driver gender. Below are examples of random pictures of cabin interiors confirming driver gender of vehicles that were speeding.

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5.1.3.4 Vernacular number plates 17% of vehicles that were speeding above

The Ador Harmony system uses a high-

120kmph (922 cars during the deployment

resolution 9 MP camera that allows all

period) had vernacular number plates. This

number plates to be zoomed to a large

confirms that even an ANPR system that could

extent in order to be read /deciphered and a

read all types of English number plates (fancy

challan to be drawn. Below are examples of

or standard) would have had a maximum

some of the vernacular number plates of

success rate of 83% enforcement capability.

vehicles that were speeding.

MH 12 BR 4690 MH 12 BR4690

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Triple Infringements Speed Seat-belt Non-standard number plate

MH 16 BM 9999Â

6.0 DATA ANALYTICS FROM THE ADOR HARMONY SPEED ENFORCEMENT SYSTEM (Y1 Axis)

Total vehicle count Vs infringement over 120 Kmph

Vehicle Count Y1 Axis

(Y1 Axis)

Total Violations Y2 Axis

Number of vehicles above 80kmph,100 kmph & 120 kmph

>100kmph Y2 Axis

> 80kmph Y1 Axis

>120kmph Y2 Axis

Speed Limit 80

(Y2 Axis)

Speed Limit 120

Speed Limit 100

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(Y2 Axis)

Vehicle speed distribution-YCE

Total infringements above 120 Kmph day & night Item 2 28%

Night (7 PM to 6 AM)

1979, 28%

5193, 72%

Day (6 AM to 7 PM)

Item 1 72%

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Number of vehicles@ various speeds over 30-days 61-80 kmph

81-100 kmph

41- 60 kmph 101-120 kmph 121 kmph+

System Success Rate: Vehicle speeding above 120 Kmph with number plates readable

1.5 % not detected

98.5% successfully detected

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Speed infringements by lane Left lane (slow HMVs

16%

16%

47% Centre lane (shared lane)

Right lane 47% (fast overtaking)

37%

37%

Analysis 1) During the 30-day period, 812,178 vehicles passed the Ador Harmony speed enforcement system. Approximately 35,000 vehicles each day

100kmph and 80kmph (the present speed limit on the YCE).

9% of all vehicles drive above 100kmph

drive on this stretch from Panvel to the

(74,406 vehicles from the total 812,178

Khalapur toll point. The system was set, as per

vehicles crossed the system at a speed above

request, to an enforcement trigger of 120kmph.

100kmph during the 30-day deployment).

At this speed setting approximately 200 – 230

At 80kmph this changes all the more

vehicles each day were captured speeding. This

dramatically with 48% of vehicles crossing

cumulated 7,172 infringements over the 30-day

the system above this speed. 392,581

analysis period. Less than 1% of all vehicles

vehicles out of 812,178 vehicles crossing the

crossing the system during the deployment

system were driven above the existing

were driven at a speed above 120kmph.

expressway speed limit of 80kmph.

2) The Ador Harmony system is also capable of

3) Vehicles driven between the speeds of 80 -

counting and classifying vehicles passing the

120 kmph tend to display speeding behaviour

system at speeds below the camera trigger

during the weekend days when LMV commuter

setting. Consequently, during the deployment,

traffic peaks. However, for vehicles being

the system was able to identify that driver speed related behaviour changes rapidly at

driven at speeds above 120kmph, there is no discernible trend in relation to days of week or

78 |Mumbai Pune Expressway Speed Enforcement

time of day for speeding. These tend to average

7) As the system was deployed on a stretch of

the same number every day and there is no

road that is straight with very fluid traffic and as

particular spike based on weekends or holidays

the speed infringements trigger was set at

or during particular times of day.

120kmph (unlike the MNEL deployment, where this was set at 80kmph), an overwhelming

Vehicles at unsafe speeds above 140kmph were

majority of the infringements were by LMVs with

captured at all times of day. The fluidity of the

only rare occasions where a bus driver was

traffic at this point on the highway explains this

captured indulging in speeding behaviour above

behaviour when compared to the higher

120kmph. There were no commercial trucks

instance of speeding during afternoon and late-

captured at this speed setting.

night off peak hours experienced on the

Mumbai Nashik (MNEL) highway, which displays a very different driver behaviour pattern from

8) The system displayed a very high level of resilience with a successful speed

the YCE.

infringements identification rate of 98.5%.

4) The spike in speeding activity on the 21st of

speeding above 120kmph had circumstances

Only 107 vehicles of the 7,172 identified as

March is directly related to the fact that it was the festival of Holi that day. Whilst traffic volumes infact dropped that day, speeding related behaviour & infringements increased by

where number plates were unable to be identified. As the Ador Harmony system involves a visual confirmation of number plates, the 107 instances involved vehicles

40% for that day only.

with no number plate, grossly obscured

5) Less than 30% of high-speed behaviour takes

obstructing of the view of the number plate

number plates or in some rare instances,

place at night and overwhelming 72% + of

by another vehicle in both A & B pictures.

speed offences above 120kmph were captured during day-light hours. Again, this can likely be

being identified as speeding above the trigger

explained by the fact that this section of the YCE is straight and has fluid, fast flowing traffic resulting in speeding statistics following the overall traffic count and traffic peak trends.

Successful identification entails the vehicle limit and the vehicle’s number plate being successfully deciphered in order to create an infringement challan.

6) Most vehicles speed in the right two lanes, i.e. the right-side overtaking lane and the centre lane. However there have been instances of extreme speeds in the left lane as drivers weave through traffic when slow moving vehicles are obstructing the right side two lanes.

Examples of number plates that are impossible to determine

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6.1 TECHNOLOGY AS A TOOL FOR DRIVER BEHAVIOUR CHANGE

Analysis Changing driver behaviour

1) The Ador Harmony Speed Enforcement System was set on the YCE at a speed trigger of 120kmph.

The funnel of all vehicle speeds demonstrated that during the 30-day analysis period, 48% (approximately 10,000 vehicles per day) drove above 80kmph, 9% (or approximately 2,000 vehicles per day) drove at speeds above 100kmph and 1% of all vehicles (approximately 200 vehicles per day) were driven above 120kmph. Note that the global average for speed infringements on a road, once the speed limit has been clearly defined and repeatedly enforced is between 2 – 3% ( the present maximum speed as displayed on the YCE is 80kmph).

2)There is a resource constraint at these volumes in relation to how many vehicles can be physically issued challans at the toll booth.

Consequently, of the 1% of total traffic speeding above 120kmph, only a small quantity were issued challans at the toll booth, the balance being progressively issued challans by post.

3) Speed enforcement systems that are able to ensure a success rate above 92%+ will typically need to employ a combination of on-the-spot police issued challans and postal infringements for those vehicles that cannot be fined on-thespot due to the sheer volume of infringing vehicles.

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6.2 REVENUE POTENTIAL (30-DAY DEPLOYMENT)

Analysis 1) At the current speed fine rates of Rs 1,000 per challan – if challans are issued to ALL vehicles that crossed above 120kmph during the 30- day trial (postal challans & instantaneous physical challans), then the inwards revenue would be Rs 71,72,000 for the 30-day deployment period.

2) If the speed-trap trigger had been set to 100kmph instead of 120kmph, the total inbound revenue for the 30 day deployment would have been Rs 7,44,06,000 (Rs 7.4 crores). However, at this volume recovery would have to be by postal challans or by opportunistic spot challans by police officers over a period of time at metropolitan intersections, etc.

3) Typically, driver behaviour changes rapidly during the first three months of a fixed system being deployed, as people become aware of the speed-trap and start to slow down in the vicinity.

30-day Revenue Potential- INR@120 Kmph & 100 kmph

Revenue from speed traps should drop to below 25% of total captures during the first three months.

Globally such a significant drop in infringements at a speedtrap location is considered a successful implementation of the speed-trap at a black spot location to change driver behaviour.

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6.3 INSTANCES OF VARIOUS DRIVING SPEEDS – SPEED SEVERITY Speed Severity : Driving Speeds Pyramid

1) There is a rapid drop in driver unsafe behaviour as well as in vehicle capability at speeds above 120kmph.

However, whilst the volume of incidences drops rapidly, the severity and potential for fatalities increased dramatically with every 5kmph added above 100 kmph. The potential for fatalities both in the offending vehicles and to adjacent vehicles increases exponentially.

Vehicle density at various driving speeds on YCE

On the YCE, typically only luxury vehicles display extreme unsafe driving speeds above 150kmph.

2) During the 30-day analysis period of the Ador Harmony system, 722 vehicles clocked speeds above 140kmph. 240 vehicles were driven at a speed above 150kmph and 46 vehicles were identified above 160 kmph.

3) The fastest speeds captured were 193kmph and 191 kmph, one was at night and the other during the day.

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Total Vehicle Count 30 days

Vehicle Speeds- Bell curve

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6.4 NUMBER PLATE IRREGULARITIES Item 4

Number Plate Regulatory Compliance

13% Vernacular

922 13 %

Fancy Item 3 16%

1,108 16 %

3,398 47%

Standard ANPR Item 1 47% Compliant

1,744 24 %

Standard ANPR Non Compliant Item 2 24%

Analysis 1) Whilst legislation on number plate standardisation exists and there is a general perception that number plates are increasingly standardised across vehicles, the Harmony system showed metrics that proved otherwise.

It will take a few years more for standardised number plates to become common and for enforcement systems that are entirely automated to become reliable.

2) 13% or 922 of 7,172 vehicles speeding above 120 kmph had vernacular number plates which can not be read by any ANPR system. Another 16% had fancy number plates which any ANPR system will record only as a picture to be viewed manually. Hence based on the 30-day deployment, even with an absolutely high performing ANPR system, at a minimum

29% of number plates would have not been automatically detected and would have to be escalated for manual oversight anyway.

3) Of the number plates that were considered standardised, only 47% (3,398 vehicles speeding above 120kmph) had number plates that were standardised to the extent that an ANPR system could read them automatically.

24% (1744 vehicles speeding above 120kmph) had numbers that were compliant to some extent with regulatory standards and seemed like they were standardised but proved challenging for ANPR software to read due to variations in font size, distance between letters, height of letters, reflective plates or faded colours. Â

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4) The Harmony system was overlayed with 2 different ANPR systems during the deployment period. Success rates were 50% and 52% and this success rate did not vary based on lanes.In order to get a higher rate of success for ANPR compliance, one camera per lane would be required, however even with that investment, with the present irregular number plates, the

maximum success rate would be approximately 70% only with 30% of infringements having to be escalated for manual verification. The Ador Harmony system is designed to optimise capital costs, allowing one camera to cover 3 – 5 lanes and all infringement pictures to be manually verified, which in this instance achieved a compliance success rate of 98.5%.

6.5 MALE/ FEMALE INFRINGEMENT RATIOS Female vs Male Infringement Ratio

Female 71 1%

Male 7,101 99%

1) Of the 7,172 vehicles captured driving above

This demonstrates a system success capability

the speed of 120kmph during the 30-day analysis

of 95%+ in visually identifying the gender of

period of deployment, 1% of drivers (71 drivers)

drivers of speeding vehicles. This is already an

that were speeding were identified as women

exceptionally high rate of successful

drivers. This is reflective of the overall low level of women drivers on inter-city roads in India. This

identification but can be further improved by

is further also reflective of the more conservative

software to enhance cabin visibility if so

and safe driving behaviour displayed by women

required.

altering camera angle or deploying additional

drivers globally.

3) 722 vehicles were captured being driven at 2) In 326 cases of the 7,172 infringements, it was

extreme unsafe speeds of above 140kmph. Of

not possible to confirm the gender of the driver.

these 10 vehicles (or 1% again) were identified

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as driven by woman drivers. The maximum speed of a vehicle driven by a driver identified as a woman was 159kmph (BMW). The second highest speed was 150kmph also in a BMW. 99% of dangerous driving behaviour, at extreme speeds (>140kmph) was by male drivers, who also clocked infringements at much higher speeds of 150 – 192 kmph.

4) 45% of women drivers speeding were in the right most fast lane, 35% were in the centre lane and 20% were in the left most slow lane.

This displays behaviour similar to the overall statistics for speeding infringements by lane and points to the fact that lane behaviour during speeding is likely gender agnostic.

5)In 9 instances (12%) women drivers who were driving over 120kmph did not engage their seatbelt. This is similar to overall metric for drivers who were speeding and did not engage their seat-belts. In 3 instances vehicles driven by women without seat-belts recorded speeds above 140kmph demonstrating that seat-belt deployment and use across genders is similar.

6)The system recorded 1 instance (less than 1% overall) of a woman driver speeding and also using a mobile phone simultaneously. This indicates that 99% of distracted driving on the YCE is indulged in by male drivers. These statistics however may be impacted by the low number of women intercity drivers in India.

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6.6 UNSAFE DRIVER BEHAVIOUR Mobile phone use whilst Speeding

0.4%

99.6%

Drivers not using Seat Belts & Speeding

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1)Of the 7,172 vehicles that were over-speeding

82%+ in visual identification of seat belt use by

above 120kmph and photographed by the Ador

the driver inside the cabin of a vehicle.

Harmony system, 24 drivers were identified as using a mobile phone whilst driving above the

3)The ADOR Harmony system was also able to

speed limit. 6,625 drivers were clearly

identify front row passengers in cars that were

confirmed as not using a mobile phone and

photographed above the speed limit trigger

driving. In 523 instances (7.6% of cases) this

that had not deployed their seat belts. Of the

was not possible to confirm visually. This

7,172 infringements captures, 1,772 vehicles

demonstrates a success rate of mobile phone

(i.e. 24% of over-speeding vehicles) had

visual infringement identification of 92.7% by

passenger in the front row that had not

the system. The success rate for mobile phone

engaged their seat belts even though the

identification stayed constant across all three

vehicle was being driven at unsafe speeds. In

lanes.

744 other instances it was not possible to confirm if the front row passenger had

2)Seat belt behaviour was markedly lax with

deployed a seat-belt. A majority of these

over 12% of drivers in speeding vehicles

instances were when the car is in the left most

displaying disregard for seat belt regulations.

lane. This displays a success rate of 90%+ in

Over 860 vehicles that were being driven at

visual identification of seat belt use inside the

unsafe speeds had drivers who had not

cabin of a vehicle. The success rate for seat belt

deployed their seat belts.In 1,354 additional

identification can be improved by either

over-speeding occurrences, it was not possible to visually identify whether a seat belt was

installing more cameras per lane, or variance in the angle along with enhancement software to

deployed, due to obstruction of other vehicles,

reduce windscreen glare. The present system

or the angle of the vehicle A-Pillar to the camera or dark film on glasses obscuring

was one camera only on the median strip of the expressway and given the constraints faced, the

visibility. This demonstrates a success rate ofÂ

success rate shown displays a high level of resilience.

Captured @123 kmph

Example of unsafe driving on the YCE

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6.7 SUPPLEMENTARY ANALYTICS The Ador Harmony system is able to provide other supplementary metrics including data which may or may not be interesting inputs for quantitative analytics including infringements per lane and also types or brands of vehicles that are speeding.

Speed infringements : Vehicle brands Porsche

Count of vehicle Brands Captured above 120kmph

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7.0 RECOMMENDATION ON NEXT STEPS Upon review of the analytics from the data generated by the Ador Harmony system, we make the following recommendations for driver behaviour change on the Yashwant Rao Chavan Expressway (YCE) Mumbai Pune Expressway: Consider installing a speed-trap at various locations on the YCE Mumbai-Pune Expressway, where drivers typically exhibit unsafe speeding behaviour (for example: straight continuous sections with limited other ingress, sections after toll booth congestion, areas having upward inclination or during steep straight declines on the ghat, Amrutanjan bridge downwards, etc). The speed trap will become known rapidly to commuters and result in all drivers slowing down at the blackspot location to avoid fines, successfully delivering the safe driving results desired.

Consider a resilient system that does not require data to the location to keep capital costs low and requires only one camera to cover all lanes in one direction on this expressway.

Consider implementing a system that has demonstrated an ability to successfully capture over 92% of vehicles irrespective of the type of number plate, size of vehicle or lane location.

Consider a high mast pole on the median strip with a visible flash unit to provide instantaneous feedback to the offending vehicle and vehicles in the vicinity of the speed infringement.

Before moving to an ANPR P2P system, consider optimised number plate recognition through a high megapixel (9MP+) camera system which allows pictures to be zoomed without pixelation to identify number plates manually and create challans. Add the costs of ANPR software only when compliance to standardised number plates increases, justifying this additional expenditure.

Consider a dual system which allows police squad cars to receive pictures from system so that vehicles can be pulled over 2 or 3 kms onwards and infringement challans are issued.

Consider speed calming devices such as vehicle activated radar speed signs to help remind drivers they are over-speeding and install these some distance ahead of the speed trap (refer appendix-1 for an explanation on speed calming technology).

Consider implementing a system that can infringe heavy vehicles in the right, fast, overtaking lane so as to improve lane use behaviour on the YCE and reduce dangerous traffic weaving.

Consider implementing a speed system that also counts & classifies vehicles and is able to provide toll stations downstream with an early warning of booth congestion, allowing the concessionaire to open more payment booths ahead of time.

Consider distracted driving enforcement (mobile phone use and texting while driving) as an additional enforcement layer as a third step after implementing speed traps at black spots and ANPR P2P at a later stage.

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OUR TEAM Alexander JANNINK is Managing Director, Acusensus and one of the few pre-eminent enforcement system designers globally. He has pioneered radar and enforcement-based technology implementation in multiple applications, markets & geographies across the globe. His speed enforcement system designs are used by enforcement authorities to change driver behaviour in some of the major cities in the world. As head of Acusensus, Alex has also led the design of the first system deployed anywhere in the world to use radar and cameras to identity distracted drivers automatically(people using a mobile phone or texting whilst driving).

Chris KELLS is Technical Lead, Acusensus Australia and part of the core team rolling out the Acusensus Heads-Up distracted driving solution which automatically identifies people who are texting and driving. His previous experience includes working as R&D Lead for a large speed enforcement solution company where he successfully developed and deployed numerous unique speed enforcement and road safety enforcement solutions globally. He has significant technical expertise in imaging, enforcement and machine learning.

Sharad CHIRPUTKAR is Head Traffic & Enforcement Systems at Ador and has worked with the company for over 30 years. Sharad has previously been the Country Manager and Head of the company’s operations in China and also Head of Projects for Ador. Under his stewardship the company has rolled out key Traffic & Smart City Projects for Nagpur Smart City, Raipur Smart City, Tamil Nadu Road Development Corporation (TNRDC) and West Bengal Police. Sharad brings a unique perspective on deploying resilient enforcement systems in India.

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Snehal DEORE is Lead Software Integration at Ador and is responsible for all User Interface development and deployment for Ador speed enforcement and speed calming solutions as well as other road safety products such as electronic variable message signs. Snehal has been closely involved with rolling out projects in Nagpur and Raipur and was responsible for system and data integrity during the deployment on the YCE, Mumbai Pune Expressway.

Darshan PATEL is Leader Camera Systems at Ador and is responsible for all Traffic & Defence projects of the company that require integration of optical sensors such as camera systems to smart decision-making platforms.

Darshan has been involved with the roll out of large-scale camera related projects for the company in Gujarat, Delhi and Mumbai city. Darshan has a strong understanding of traffic enforcement and traffic calming systems deployed in India.

Ravin MIRCHANDANI is Chairman at Ador & Acusensus and has over 25-years of experience in various infrastructure sectors spanning defence, telecom & traffic.

Ravin has a Master of Business Administration degree from the Queensland University of Technology (QUT) in Australia and has lived and worked directly in over 8 countries focusing primarily on the infrastructure sector.

He is on the World Economic Forum panel for road safety which focuses on reducing fatalities on roads in India.

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APPENDIX-I VEHICLE ACTIVATED SPEED SIGNS – SPEED CALMING DEVICES

Speed calming technology has been widely used globally since 1999 and utilises the platform of an electronic Variable Traffic Signs, with some incorporated intelligence to communicate speed and danger to drivers. Speed calming signs use a radar linked to a VTS and hence called as Vehicle Activated Speeds Signs (VASS).

A VASS consists of an electronic traffic sign, a radar unit and also in some instances an LED panel below the traffic sign to display any message to motorists. For example, if a driver is driving at the speed limit, the sign can be programmed to display the vehicle speed and a messages such as “slow down”. If a driver is driving at limited speed, the sign can trigger a “thank you” message. Conversely, if a driver is driving far above the speed limit, the sign can also be programmed to automatically display the vehicle speed as well as a high alert message such as “Too Fast” or “Slow Down” or Danger”. As the signs are LED based, the colour of the text can also change, or blink with intensity based on the message being displayed.

Traffic and speed calming using VASS has been widely deployed globally and proven to immediately calm traffic by alerting drivers that a radar system has identified their speeds.

Conscious that if an enforcement system was in play at the same location, an infringement could have occurred, drivers will typically slow down immediately. Such calming devices are perfect for entrances to populated areas where traffic tends to be fast, or on highway sections where people typically tend to speed.

VASS calming devices are much cheaper than enforcement assets and often have a similar effect when deployed along with enforcement assets sparingly (for examples, 10 VASS locations to 1 enforcement trap on the same stretch of highway.

ADOR SERENITY VEHICLE ACTIVATED SPEED SIGNS ARE EFFECTIVE TRAFFIC CALMING DEVICES 93 |Mumbai Pune Expressway Speed Enforcement

Ador Serenity speed calming Vehicle Activated Speed Signs (VASS) will be installed on poles at the start of the identified road section where drivers typically display unsafe speed behaviour and speeds need to be calmed.

The Serenity VASS informs each vehicle as it passes under the sign of its speed instantly and also communicate a message on behaviour such as “Slow Down”, “Danger”," Too Fast” if speeds are high or “thank you” if the vehicle is being driven below the speed limit. The colours used will be red, green and amber so as to alert drivers and alter speed behaviour.

The Serenity signs also able to count traffic and record speed in their individual lanes noting vehicle speeds as they approach the designated section. This information will be used to tabulate against the metrics generated by the Harmony speed enforcement system later to gauge if the speed calming assets have in fact been effective.

Ador Serenity Traffic Calming Vehicle Activated Speed Signs

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APPENDIX-II DIFFERENCE BETWEEN AN INSTANTANEOUS SPEED TRAP AND POINT-TO-POINT AVERAGE SPEED INFRINGEMENTS P2P ANPR technology:

The most common automated speed enforcement technology provided in India is point-topoint average speed enforcement using license plate recognition (P2P ANPR). This technology requires two systems spaced some distance apart (typically several kilometers). As a vehicle passes the first system its license plate is read, and the time of the read is recorded. As it passes the second system its license plate is read again, and the time is recorded. If the plate is read correctly both times, the record at the first and second systems are matched, and a speed is generated using:

measurement speed = distance between points / (time at second point - time at first point)

Given comparatively low license plate standardisation, harmonisation and quality in India, these systems have a poor enforcement rate. At an average highway ANPR rate of 80%, total detection rate across the zone is expected to be in the order of 60%.

Speed trap technologies include:

1. In ground sensors (Piezos, Loops). Have problems given the poor adherence of general traffic to lane discipline (frequent lane change or lane straddling behavior).

2.Scanning LIDAR systems. Have issues related to low mount height (vandalism, tampering), lower detection in high density traffic and system cost.

3. Video speed systems. Have unacceptably low speed accuracy (+-10%), which jeopardizes the confidence the public has in the system.

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4. RADAR provides high detection rates, it is vandal resistant and is cost effective particularly for multi-lane sites.

RADAR technology provides superior detection rate and deterrent capabilities at an appropriate price point and is proposed as a superior speed enforcement technology for India now. It should be noted that the license requirements for RADAR usage provide a hurdle in India not normally present in other countries, which permit unlicensed usage of the common 24GHz radio wave frequency.

RADAR technology provides superior detection rate and deterrent capabilities at an appropriate price point and is proposed as a superior speed enforcement technology for India now. It should be noted that the license requirements for RADAR usage provide a hurdle in India not normally present in other countries, which permit unlicensed usage of the common 24GHz radio wave frequency.

Image produced by a typical point to point (ANPR) system at night.

Image produced by a typical radar speed trap system at night, AI reduced glare of headlights

Example image quality difference. The point speed system allows a much brighter flash to be utilized and higher resolution imaging. More scene context is generated, vehicle make and model is visible and driver face may be visible

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APPENDIX-III RADAR TECHNOLOGY

RADAR technology has been in common usage since World War 2, initially in military and aerospace, and subsequently in traffic applications.

The basic principle involves transmitting a radio wave. This wave is transmitted at a known frequency (e.g. 24.05GHz). The wave travels at the speed of light, and like light will travel mostly in straight lines only. When the wave strikes an object, it will bounce off the object and be scattered in many directions. Some of the scattered wave will bounce directly back to the radar, where it is measured (received), and compared to the transmitted wave. If the object the wave bounced off was a moving object, the frequency of the wave received will be shifted slightly compared to the transmitted wave - this is known as the Doppler Effect. By measuring the difference in wave frequency, the speed of the object can be very accurately measured.

The simplest and early model radars measured only speed of target. Newer model units added a frequency modulation to the transmitted wave, which allowed the measurement of both speed and distance to target. The newest radars also calculate angle to target in addition to speed and distance. The best radars do this calculation in such a way that they can independently measure the speed, distance and angle to target of multiple targets visible all at the same time.

Modern RADAR technology: Is capable of detecting vehicles at speeds of at least 300km/h Is capable of detecting multiple vehicles simultaneously across multiple lanes even if those vehicles travel at the same speed or are located at the same range from the unit.

FM Radio

Wifi

24 GHz Traffic Radar

77 GHz Automotive Radar

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Light

Has high speed measurement accuracy (speed measurement error of at most 3%) Will detect vehicles travelling both way from and towards the unit, simultaneously.

RADAR will operate in all weather conditions, always of day, and will detect all moving objects from pedestrians to cyclists, to motorcycles to cars to trucks. From a detection standpoint it has very few weaknesses. Depending on the technology provider, RADAR may fail to detect all vehicles when the traffic density is extremely high. Its other flaw is that it may generate ‘false detections’, caused by the radar wave bouncing off multiple objects before returning to the radar unit. It is the combined job of the radar hardware, enforcement software, and backoffice process to eliminate all false detections before a penalty notice is generated.

98 |Mumbai Pune Expressway Speed Enforcement