Markets & regulation
Who may price a kerb, who may issue a notice, what must be published before a rule is enforceable, and how the money is accounted for — these differ in every market we work in, and they decide whether a scheme survives.
A parking scheme is not principally a technology question. It is a question of who has the power to price a kerb, who may issue a notice against a vehicle, how the money is accounted for, what has to be published before a rule is enforceable, and what happens when a motorist disputes it. Those answers are different in every jurisdiction we work in, and getting them wrong is how technically sound schemes die in their first year.
We spend as much time on that as on the hardware.
Indian kerbs combine everything that makes parking difficult: two-wheelers that outnumber cars several times over, mixed and informal parking on the same frontage, bay geometry that varies within a single block, footway encroachment as the default, multiple scripts on the same sign, and a payment culture that has moved further and faster than most of the world's.
Deployments in India include on-street and off-street parking schemes at Nashik and Bhopal.
Gulf municipalities run parking as a public service with a revenue obligation, usually through a concession or investor structure, with enforcement recovery sitting inside a police process rather than the municipality's own. That shapes almost every design decision.
Our solution has been deployed for automated on-street parking in Muscat, Oman, with Muscat Municipality, at Al Khuwair and Al Ghubrah. Artificial-intelligence model development for the Sultanate is performed in country by Smart Curb Technologies LLC, an Omani company owned by EmQos, so recognition performance on Omani plates is something we can improve against and be measured on.
Asia-Pacific cities tend to have more structured parking than on-street, private operators already running large parts of it, and transit interchanges where kerbside demand is concentrated into short, sharp peaks. Schemes here usually have to interoperate rather than replace.
Municipal parking programmes across the continent usually face the same two constraints: infrastructure that cannot be assumed, and a revenue chain that has to be demonstrably watertight before a council will back it. Solar, wireless, sealed equipment addresses the first. A per-session audit trail from detection through payment to settlement addresses the second.
Every market we work in has asked us for something no other market needed. A vehicle class nobody else counts. A grace rule that only makes sense next to a particular kind of frontage. A field on a notice that a local court expects. A script that does not lay out the way the interface was designed for. A payment rail that is dominant in one country and absent in the next.
Because we engineer the hardware and write the software ourselves, those are product changes we make, not requests we forward. That is the practical difference between building the product and distributing someone else's, and it is the reason we are able to work in markets that a standard international product simply does not fit.
Working with us
The commercial shape matters as much as the technical one, and different authorities need different ones.
Equipment and platform supplied to an authority or its operator, with commissioning, training and support.
We or a partner operate the scheme under municipal licence, with revenue share and reporting to the authority.
Long-term investor structures where capital, delivery and operating risk sit with the concessionaire, not the city.
We supply and localise the technology and operations behind another party's prime contract, as a disclosed committed partner.
We are happy to look at a draft scope, a tender, or a policy question before there is any prospect of a purchase. Most of what we know, we learned that way.
