Organizations: Robert Bosch Centre for Cyber-Physical Systems (RBCCPS), Indian Institute of Science (IISc), Bengaluru, India · Centre for infrastructure, Sustainable Transportation and Urban Planning (CiSTUP), Indian Institute of Science (IISc), Bengaluru, India
Abstract
Turning movement counts are essential for intersection-level traffic management, yet their collection remains predominantly manual due to the cost of per-camera region annotation. This paper presents an unsupervised pipeline that identifies entry and exit regions directly from raw vehicle trajectories extracted via object detection and multi-object tracking, requiring no manual annotation, camera calibration, or prior knowledge of intersection geometry. Unlike trajectory clustering methods that classify individual trajectories using pairwise similarity and must be re-executed on every new batch, the proposed pipeline clusters initial and terminal point locations to produce persistent spatial region polygons that classify future trajectories by point-in-polygon containment at linear cost. The pipeline comprises six sequential steps, five of which introduce configurable parameters evaluated through a systematic statistical analysis spanning 17,100 pipeline executions across 9 surveillance cameras capturing dense heterogeneous traffic in Bengaluru, India, and 10 sequences from the UA-DETRAC benchmark dataset. Both parametric and nonparametric testing frameworks identify three consistently significant parameters and yield an empirically grounded recommended configuration. Under this configuration, the pipeline achieves a median classification error of 3.4% across all 25 Bengaluru cameras, including 16 held-out locations, with a median per-turning-movement GEH of 2.43. Compared with two trajectory clustering baselines, the proposed pipeline exhibits greater stability across camera views and lower computational cost, at the expense of higher median error. Extended evaluation demonstrates that calibration clips of at least 60 minutes and peak-traffic selection further improve region estimation quality.
Traffic data collection is dominated today by deep object detectors followed by tracking-by-detection, a pipeline that presupposes what is often missing in practice: a detector already trained on the class one wants to count. We revisit a purely geometric traffic-sensing pipeline for Single Board Computers in which detection is class-agnostic: moving objects come from background subtraction and thresholding, and counting is decided by a geometric rule on an imaginary line across the road, a software inductive loop detector. With no object model, training set or per-object trajectory, it runs faster than real time on Raspberry Pi class hardware. Two counting rules are described: a constant average speed rule, whose expected accuracy is derived analytically as about 86% under a Gaussian speed distribution, and a self-calibrating pre-calibration rule that recovers the lane geometry from blob statistics and counts edges of lane occupancy, additionally yielding per-vehicle average speed at no extra cost. Over four videos the latter counts with 83.3%-100% accuracy; in a field deployment it reaches 91% against 37.5% for a blob-tracking baseline under the same compute budget. We report the observations of that period in detail: the resolution floor below which accuracy collapses, the frame rate floor at which vehicles alias past the counting line, the gap between short curated clips and long uncontrolled footage, and the trade-off between Python (easier to tune, 100% CPU) and C++ (40% CPU, thermally viable). These are properties of the sampling geometry, not of the hardware of the time, and still constrain edge deployments. We close by arguing where motion-based, class-agnostic detection remains the right tool: open-set classes with no annotated data, tight power budgets, privacy-constrained installations, and the cold start of mining training crops to bootstrap a learned detector.
Lucas Gouveia Omena Lopes, William W. M. Lira, Alexandre M. Lima +1
Traffic surveillance cameras capture accidents continuously, yet converting raw CCTV footage into structured event records that pinpoint when, where, and what type of collision occurred remains unsolved at scale. The ACCIDENT @ CVPR benchmark evaluates exactly this joint prediction under a strict constraint: no labeled real-world training data is available. We introduce a training-free, two-pass coarse-to-fine pipeline that pairs a frozen Qwen3-VL-32B-Instruct vision-language model with YOLO11x object detection and BoT-SORT tracking. A first pass sparsely samples the full clip to anchor the collision moment in time; a second pass re-examines a tight window around that estimate using frames annotated with stable vehicle identities and normalized bounding-box coordinates, which gives the model both a visual overlay and an explicit numeric description of the same scene. On the official 2,027-clip real-CCTV test set, our system achieves a three-way harmonic mean score of 0.504, surpassing all organizer-published baselines including the best multi-model ensemble (0.412) by a 22% relative margin.
Dipit Saha, Shah Mohammad Abdul Mannan, Mohammad Raihan Rashid +2
Unmanned aerial vehicles (UAVs) can provide flexible traffic surveillance where fixed roadside cameras are unavailable, costly, or impractical. However, raw UAV video is difficult to use for traffic analytics because vehicle motion is observed in perspective image coordinates rather than in a stable metric road coordinate system. This paper presents a lightweight pipeline for converting monocular oblique UAV traffic video into a local metric bird's-eye-view (BEV) representation. Visible road geometry, including lane markings, road borders, and crosswalks, is used to estimate a road-plane homography from image coordinates to metric ground-plane coordinates. Vehicle observations from dataset annotations or detectors are then projected to BEV using estimated ground contact points. The resulting trajectories support estimation of vehicle direction, speed, heading, and dynamic 3D cuboids on the road plane. We evaluate the pipeline on UAVDT using ground-truth annotations to isolate calibration and geometric reconstruction from detector and tracker errors. For sequence M1401, 40 sampled frames from img000001-img000196 produce 632 metric cuboid instances across 23 tracks. Results show that road-geometry calibration can transform monocular UAV footage into interpretable traffic-camera-style analytics, including BEV tracks and synchronized 3D cuboid visualizations. They also reveal key limitations: far-field vehicles are sensitive to homography errors, manual validation is currently more reliable than fully automatic calibration, and the single-plane assumption limits performance in non-planar or ambiguous road regions. The proposed pipeline provides a practical foundation for deployable UAV traffic cameras and future real-time traffic digital-twin systems.