Oakland PD Turns Over 4.6M License Plate Dataset Via Public Records Request

Cameron Aubernon
by Cameron Aubernon

Via a public records request, the Oakland Police Department has turned over 4.6 million reads of 1.1 million unique plates recorded between 2010 and 2014.

Ars Technica made the request, resulting in the aforementioned license-plate reader dataset made between December 23, 2010 and May 31, 2014. The publication then hired a data visualization specialist to organize the dataset for its investigation into the practice.

With the permission of those contacted, the publication was able to track the movements of each individual based on their license plate, information that provides an insight into a given person’s life, according to University of California, Berkeley law professor Catherine Crump:

Where someone goes can reveal a great deal about how he chooses to live his life. Do they park regularly outside the Lighthouse Mosque during times of worship? They’re probably Muslim. Can a car be found outside Beer Revolution a great number of times? May be a craft beer enthusiast—although possibly with a drinking problem.

Crump adds that, as LPR technology comes down in price and becomes ubiquitous on the backs of police cars and in traffic lights, citizens should support restrictions on the data collected, from how long it’s stored and who can access it, to why it should be accessed in the first place.

Ars Technica also obtained data on OPD vehicles, discovering that a single unit — a 2007 Ford P71 — was scanned 879 times between January 15, 2012 and May 31, 2014 while it travelled through Downtown Oakland and North Oakland; nearly all of the 100 OPD in the dataset were also scanned several hundred times over.

As for how the publication was able to have this data in the first place, neither the OPD or the Oakland City Council has set a formal data retention limit; the police department deletes information as needed for new data, however. All OPD officers also have access to the LPR information at any time, and need not give a reason for accessing the data when searching for a given plate, though policy says such searches require “a legitimate law enforcement purpose, such as following up on a criminal investigation.”

Finally, OPD police captain Anthony Toribio explains that the data is publically available to anyone who asks, citing transparency as the reason:

I think it’s important for a law enforcement organization to be transparent, and it goes to being credible and establishing legitimacy in the community.

The OPD dataset is the second-largest LPR dataset to be released via request, the largest being one from a request by the American Civil Liberties Union to the Seattle Police Department in 2010. The request resulted in a dataset of over 7.3 million scans.

Cameron Aubernon
Cameron Aubernon

Seattle-based writer, blogger, and photographer for many a publication. Born in Louisville. Raised in Kansas. Where I lay my head is home.

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  • Vulpine Vulpine on Mar 27, 2015

    I'm more concerned that the data released is now "in the wild" where it could be misused by almost anyone. Yes, I agree that they proved how people's lifestyles can be determined; but is that really a bad thing when there is no concern? Such analysis when there IS a concern could far more readily help locate a criminal after a crime is committed or detect threats to individuals, groups or locations prior to an actual incident. Naturally such license plate tracking cannot be the sole basis for such concerns, but it can be used in conjunction with other detective work to prove their movements and even verify timing of events. More, it can help reduce individual crimes like stalking, kidnapping and rape by detecting patterns of presence in atypical areas, especially in the case where the victim has asked the police for protection. But as we all should know, any technology that can be used for good can also be used for ill. Imagine a scenario right here where someone suggested Ars Technica run this test just so they could access the data and stalk a target. Did Ars Technica really do good here, or did they enable a criminal through good intentions?

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  • Psarhjinian Psarhjinian on Mar 27, 2015

    I saw this on Ars a couple days ago. Ars was trying to prove a point: that there's downsides to obtaining this data, and serious downsides to it's retention beyond a few hours/days. What Ars did, anyone could do. And frankly, anyone probably is doing this. One of the issues with big data isn't that it's collected, it's that, with storage and processing being so cheap, you can retain data for months/years and crunch it effortlessly. A few years back you'd have to be Google to do this; now you can just buy processor time on Azure/AWS/GCE and do it yourself. We can't really do squat about corporations hoarding data, but government, at least, is notionally accountable, and local governments are easiest to persuade. The problem is the whole "soft on crime/terror/drugs" mindset that makes it very hard to stop.

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    • Dan Dan on Mar 27, 2015

      @Sam Hall "Think about all the data that’s available about you. Think about what could happen to you if that data leaks." I don't see what the Russian mafia can do with it that Google can't. My day to day travel, medical, shopping history doesn't let them steal my stuff or put me in jail either. My bank account and social security numbers are wide open to the former but that cat has been out of the bag for years. "Not to mention that employers will use the technology to spy on…er, monitor their employees." Then pick up and work for somebody else who doesn't do that to you. That's real accountability. "Banks and insurance companies can also be expected to be among those that will use this information against their customers. Think twice before you park your car at a place that they might find to be undesirable." So the worst we've come up with is potentially more accurate risk assessment in insurance premiums.

  • Bouzouki Cadillac (aka GM!!) made so many mistakes over the past 40 years, right up to today, one could make a MBA course of it. Others have alluded to them, there is not enough room for me to recite them in a flowing, cohesive manner.Cadillac today is literally a tarted-up Chevrolet. They are nice cars, and the "aura" of the Cadillac name still works on several (mostly female) consumers who are not car enthusiasts.The CT4 and CT5 offer superlative ride and handling, and even performance--but, it is wrapped in sheet metal that (at least I think) looks awful, with (still) sub-par interiors. They are niche cars. They are the last gasp of the Alpha platform--which I have been told by people close to it, was meant to be a Pontiac "BMW 3-series". The bankruptcy killed Pontiac, but the Alpha had been mostly engineered, so it was "Cadillac-ized" with the new "edgy" CTS styling.Most Cadillacs sold are crossovers. The most profitable "Cadillac" is the Escalade (note that GM never jack up the name on THAT!).The question posed here is rather irrelevant. NO ONE has "a blank check", because GM (any company or corporation) does not have bottomless resources.Better styling, and superlative "performance" (by that, I mean being among the best in noise, harshness, handling, performance, reliablity, quality) would cost a lot of money.Post-bankruptcy GM actually tried. No one here mentioned GM's effort to do just that: the "Omega" platform, aka CT6.The (horribly misnamed) CT6 was actually a credible Mercedes/Lexus competitor. I'm sure it cost GM a fortune to develop (the platform was unique, not shared with any other car. The top-of-the-line ORIGINAL Blackwing V8 was also unique, expensive, and ultimately...very few were sold. All of this is a LOT of money).I used to know the sales numbers, and my sense was the CT6 sold about HALF the units GM projected. More importantly, it sold about half to two thirds the volume of the S-Class (which cost a lot more in 201x)Many of your fixed cost are predicated on volume. One way to improve your business case (if the right people want to get the Green Light) is to inflate your projected volumes. This lowers the unit cost for seats, mufflers, control arms, etc, and makes the vehicle more profitable--on paper.Suppliers tool up to make the number of parts the carmaker projects. However, if the volume is less than expected, the automaker has to make up the difference.So, unfortunately, not only was the CT6 an expensive car to build, but Cadillac's weak "brand equity" limited how much GM could charge (and these were still pricey cars in 2016-18, a "base" car was ).Other than the name, the "Omega" could have marked the starting point for Cadillac to once again be the standard of the world. Other than the awful name (Fleetwood, Elegante, Paramount, even ParAMOUR would be better), and offering the basest car with a FOUR cylinder turbo on the base car (incredibly moronic!), it was very good car and a CREDIBLE Mercedes S-Class/Lexus LS400 alternative. While I cannot know if the novel aluminum body was worth the cost (very expensive and complex to build), the bragging rights were legit--a LARGE car that was lighter, but had good body rigidity. No surprise, the interior was not the best, but the gap with the big boys was as close as GM has done in the luxury sphere.Mary Barra decided that profits today and tomorrow were more important than gambling on profits in 2025 and later. Having sunk a TON of money, and even done a mid-cycle enhancement, complete with the new Blackwing engine (which copied BMW with the twin turbos nestled in the "V"!), in fall 2018 GM announced it was discontinuing the car, and closing the assembly plant it was built in. (And so you know, building different platforms on the same line is very challenging and considerably less efficient in terms of capital and labor costs than the same platform, or better yet, the same model).So now, GM is anticipating that, as the car market "goes electric" (if you can call it that--more like the Federal Government and EU and even China PUSHING electric cars), they can make electric Cadillacs that are "prestige". The Cadillac Celestique is the opening salvo--$340,000. We will see how it works out.
  • Lynn Joiner Lynn JoinerJust put 2,000 miles on a Chevy Malibu rental from Budget, touring around AZ, UT, CO for a month. Ran fine, no problems at all, little 1.7L 4-cylinder just sipped fuel, and the trunk held our large suitcases easily. Yeah, I hated looking up at all the huge FWD trucks blowing by, but the Malibu easily kept up on the 80 mph Interstate in Utah. I expect a new one would be about a third the cost of the big guys. It won't tow your horse trailer, but it'll get you to the store. Why kill it?
  • Lynn Joiner Just put 2,000 miles on a Chevy Malibu rental from Budget, touring around AZ, UT, CO for a month. Ran fine, no problems at all, little 1.7L 4-cylinder just sipped fuel, and the trunk held our large suitcases easily. Yeah, I hated looking up at all the huge FWD trucks blowing by, but the Malibu easily kept up on the 80 mph Interstate in Utah. I expect a new one would be about a third the cost of the big guys. It won't tow your horse trailer, but it'll get you to the store. Why kill it?
  • Ollicat I am only speaking from my own perspective so no need to bash me if you disagree. I already know half or more of you will disagree with me. But I think the traditional upscale Cadillac buyer has traditionally been more conservative in their political position. My suggestion is to make Cadillac separate from GM and make them into a COMPANY, not just cars. And made the company different from all other car companies by promoting conservative causes and messaging. They need to build up a whole aura about the company and appeal to a large group of people that are really kind of sick of the left and sending their money that direction. But yes, I also agree about many of your suggestions above about the cars too. No EVs. But at this point, what has Cadillac got to lose by separating from GM completely and appealing to people with money who want to show everyone that they aren't buying the leftist Kook-Aid.
  • Jkross22 Cadillac's brand is damaged for the mass market. Why would someone pay top dollar for what they know is a tarted up Chevy? That's how non-car people see this.
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