CROWD CONGESTION ANALYSIS

Abstract

Embodiments of the present invention relate to automated methods and systems for analysing crowd congestion in a physical space. Video images are used to define a region of interest (205) in the space and partition the region of interest into an irregular array of sub-regions (220), to each of which is assigned a congestion contributor. Then, first and second spatial-temporal visual features are determined, and metrics are computed (225), (245), to characterise a degree of dynamic or static congestion in each sub-region. The metrics and congestion contributors are used to generate (260) an indication of the overall measure of congestion within the region of interest.

Description

FIELD OF THE INVENTION

The present invention relates to analysing crowd congestion using video images and, in particular, but not exclusively, to methods and systems for analysing crowd congestion in confined spaces such as, for example, on train station platforms.

BACKGROUND OF THE INVENTION

There are generally two approaches to behaviour analysis in computer vision-based dynamic scene analysis and understanding. The first approach is the so-called “object-based” detection and tracking approach, the subjects of which are individual or small group of objects present within the monitoring space, be it a person or a car. In this case, firstly, the multiple moving objects are required to be simultaneously and reliably detected, segmented and tracked against all the odds of scene clutters, illumination changes and static and dynamic occlusions. The set of trajectories thus generated are then subjected to further domain model-based spatial-temporal behaviour analysis such as, for example, Bayesian Net or Hidden Markov Models, to detect any abnormal/normal event or change trends of the scene.

The second approach is the so-called “non-object-centred” approach aiming at (large density) crowd analysis. In contrast with the first approach, the challenges this approach faces are distinctive, since in crowded situations such as normal public spaces, (for example, a high street, an underground platform, a train station forecourt, shopping complexes), automatically tracking dozens or even hundreds of objects reliably and consistently over time is difficult, due to insurmountable occlusions, the unconstrained physical space and uncontrolled and changeable environmental and localised illuminations. Therefore, novel approaches and techniques are needed to address the specific and general tasks in this domain.

There has been increasing research in crowd analysis in recent years. In [14], for example, a general review is presented of the latest trend and investigative approaches adopted by researchers whilst tackling the domain issues from different disciplines and motivations. In [2], a non-object-based approach to surveillance scene change detection (segmentation) is proposed to infer semantic status of the dynamic scene. Event detection in a crowded scene is investigated in [1]. Crowd counting employing various detection-based or matching-based methods are discussed in [3], [4], [6] and [11]. Crowd density estimation is studied in [8], [9], [10] and [12]. In [9][10], a Markov Random Field-based approach is applied to an underground monitoring task using a combination of three sources (features/statistical models), resulting in a motion (or change) detection map. This map is then geometrically weighted pixel-wise to provide a translation invariant measure for crowding. The method, however, is computationally intensive, and was not seen to be extensively validated across different environments or complex scenarios in terms of accuracy and robustness; it has difficulty in choosing a number of critical system parameters for the optimisation of the performance. Moreover, Paragios relies on quasi calibration using knowledge of the height of a train.

By way of example, some particular difficulties in relation to an underground station platform, which can also be found in general scenes of public spaces in perhaps slightly different forms, include:

• • Global and localised lighting changes. When the platform has few or sparsely covered by passengers, there exist strong and varied specular reflections from the polished platform floor on multiple light sources including the rapid changes of the headlights of an approaching train; the rear red lights of a departing train; the lights shed from the inside of carriages when a train stops at the platform as well as the environment lighting of the station.
  • Traffic signal changes. The change in colour of the traffic and platform warning signal lights (for drivers and platform staff, respectively) when a train approaches, stops at and leaves the station will affect to a different degree large areas of the scene.
  • Uncertain status. Passengers either in groups or on an individual basis on the platform can be in one of several status: walking towards or away from the camera along the platform, in a standing position of little movement, or sitting on a bench. The frequency of the train service can be very dense in peak hours, for example one for every 40 seconds or so, due to the station serving more than one route, and the passengers' movements can change rapidly within a short period of time.
  • Severe perspective distortion of the imaging scene: Since the existing video cameras (used in a legacy CCTV management system) are mounted at unfavourable low ceiling position (about 3 meters) above the platform whilst attempting to cover as large a segment of the platform as possible; in such cases, a person standing nearer to the camera tends to occlude a larger area of the platform floor in the projected 2D image than he or she does being further away from the camera. This view-dependent geometric distortion needs to be accounted for to ensure a location independent measurement.

U.S. Pat. No. 7,139,409 (Paragios et al.) describes a method of real time crowd density estimation using video images. The method applies a Markov Random Field approach to detecting change in a video scene which has been geometrically weighted, pixel by pixel, to provide a translation invariant measure for crowding as people move towards or away from a camera. The method first estimates a background reference frame against which the subsequent video analysis can be enacted.

Embodiments of aspects of the present invention aim to provide an alternative or improved method and system for crowd congestion analysis.

SUMMARY

According to a first aspect of the invention there is provided a method of determining crowd congestion in a physical space by automated processing of a video sequence of the space, the method comprising: determining a region of interest in the space; partitioning the region of interest into an irregular array of sub-regions, each comprising a plurality of pixels of video image data; assigning a congestion contributor (or weighting) to each sub-region in the irregular array of sub-regions; determining first spatial-temporal visual features within the region of interest and, for each sub-region, computing a metric based on the said features indicating whether or not the sub-region is dynamically congested; determining second spatial-temporal visual features within the region of interest and, for each sub-region that is not indicated as being dynamically congested, computing a metric based on the said features indicating whether or not the sub-region is statically congested; generating an indication of an overall measure of congestion for the region of interest on the basis of the metrics for the dynamically and statically congested sub-regions and their respective congestion contributors (or weightings).

According to a second aspect of the invention, there is provided a crowd analysis system comprising: an imaging device for generating images of a physical space; and a processor, wherein, for a given region of interest in images of the space, the processor is arranged to: partition the region of interest into an irregular array of sub-regions, each comprising a plurality of pixels of video image data; assign a congestion contributor (or weighting) to each sub-region in the irregular array of sub-regions; determine first spatial-temporal visual features within the region of interest and, for each sub-region, compute a metric based on the said features indicating whether or not the sub-region is dynamically congested; determine second spatial-temporal visual features within the region of interest and, for each sub-region that is not indicated as being dynamically congested, compute a metric based on the said features indicating whether or not the sub-region is statically congested; generate an indication of an overall measure of congestion for the region of interest on the basis of the metrics for the dynamically and statically congested sub-regions and their respective congestion contributors (or weightings).

Dividing the region of interest into an irregular array of sub-regions enables computational efficiency which enables real-time processing to be carried out even when merely using a low-cost PC. Also, dealing with locally adaptive “blobs” rather than individual pixels—as used by Paragios, offers many advantages, not least of which is computational efficiency.

Further features and advantages of the invention will become apparent from the following description of preferred embodiments of the invention, given by way of example only, which is made with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of an exemplary application/service system architecture for enacting object detection and crowd analysis according to an embodiment of the present invention;

FIG. 2 is a block diagram showing four main components of the analytics engine of the system;

FIG. 3 is a block diagram showing individual component and linkages between the components of the analytics engine of the system;

FIG. 4 a is an image of an underground train platform and FIG. 4b is the same image with an overlaid region of interest;

FIG. 5 is a schematic diagram illustrating a homographic mapping of the kind used to map a ground plane to a video image plane according to embodiments of the present invention;

FIG. 6 a illustrates a partitioned region of interest on a ground plane—with relatively small, uniform sub-regions—and FIG. 6b illustrates the same region of interest mapped onto a video plane;

FIG. 7 a illustrates a partitioned region of interest on a ground plane—with relatively large, uniform sub-regions—and FIG. 7b illustrates the same region of interest mapped onto a video plane;

FIG. 8 is a flow diagram showing an exemplary process for sizing and re-sizing sub-regions in a region of interest;

FIG. 9 a exemplifies a non-uniformly partitioned region of interest on a ground plane and FIG. 9b illustrates the same region of interest mapped onto a video plane according to embodiments of the present invention;

FIGS. 10 a, 10b and 10c show, respectively, an image of an exemplary train platform, a detected foreground image indicating areas of meaningful movement within the region of interest (not shown) of the same image and the region of interest highlighting dynamic, static and vacant sub-regions;

FIGS. 11 a, 11b and 11c respectively show an image of a moderately well-populated train platform, a region of interest highlighting dynamic, static and vacant sub-regions and a detected pixels mask image highlighting globally congested areas within the same image;

FIGS. 12 a, 12b and 12c respectively show an image of another sparsely populated train platform, a region of interest highlighting dynamic, static and vacant sub-regions and a detected pixels mask image, highlighting globally congested areas within the same image;

FIGS. 13 a, 13b and 13c respectively show an image of a crowded train platform, a region of interest highlighting dynamic, static and vacant sub-regions and a detected pixels mask image highlighting globally congested areas within the same image;

FIGS. 14 a and 14b are images which show one crowded platform scene with (in FIG. 14b) and without (in FIG. 14a) a highlighted region of interest suitable for detecting a train according to embodiments of the present invention;

FIGS. 14 c and 14d are images which show another crowded platform scene with (in FIG. 14d) and without (in FIG. 14c) a highlighted region of interest suitable for detecting a train according to embodiments of the present invention;

FIGS. 15 a and 15b illustrate one way of weighting sub-regions for train detection according to embodiments of the present invention;

FIGS. 16 a-16c and 17a-17c are images of two platforms, respectively, in various states of congestion, either with or without a train presence, including a train track region of interest highlighted thereon;

FIGS. 18 a and 18b are images of one platform and FIGS. 18c and 18d are images of another platform, each with varying degrees of passenger congestion;

FIG. 19 relating to a first timeframe is a graph plotted against time showing both a train detection curve and a passenger crowding curve, and the graph is accompanied by a sequence of platform video snapshot images (A), (B) and (C) taken at different times along the time axis of the graph, wherein the images have overlaid thereupon both a train track and platform region of interest;

FIG. 20 a relating to a second timeframe is a graph plotted against time showing both a train detection curve and a passenger crowding curve and FIG. 20b is a graph plotted against the same time showing a train detection curve and two passenger crowding curves—one said curve due to dynamic congestion and the other said curve due to static congestion—and the graphs are accompanied by a sequence of platform video snapshot images (D), (E) and (F) taken at different times along the time axis of the graph, wherein the images have overlaid thereupon both a train track and platform region of interest;

FIG. 21 a relating to a third timeframe is a graph plotted against time showing both a train detection curve and a passenger crowding curve and FIG. 21b is a graph plotted against the same time showing a train detection curve and two passenger crowding curves—one said curve due to dynamic congestion and the other said curve due to static congestion—and the graphs are accompanied by a sequence of platform video snapshot images (G), (H) and (I) taken at different times along the time axis of the graph, wherein the images have overlaid thereupon both a train track and platform region of interest;

FIG. 22 relating to a fourth timeframe is a graph plotted against time showing both a train detection curve and a passenger crowding curve, and the graph is accompanied by a sequence of platform video snapshot images (J), (K) and (L) taken at different times along the time axis of the graph, wherein the images have overlaid thereupon both a train track and platform region of interest;

FIG. 23 relating to a fifth timeframe is a graph plotted against time showing both a train detection curve and a passenger crowding curve, and the graph is accompanied by a sequence of platform video snapshot images (2), (3) and (4) taken at different times along the time axis of the graph, wherein the images have overlaid thereupon both a train track and platform region of interest;

FIG. 24 relating to a sixth timeframe is a graph plotted against time showing both a train detection curve and a passenger crowding curve, and the graph is accompanied by a sequence of platform video snapshot images (Y), (Z) and (1) taken at different times along the time axis of the graph, wherein the images have overlaid thereupon both a train track and platform region of interest;

FIG. 25 relating to a seventh timeframe is a graph plotted against time showing both a train detection curve and a passenger crowding curve, and the graph is accompanied by a sequence of platform video snapshot images (P), (Q) and (R) taken at different times along the time axis of the graph, wherein the images have overlaid thereupon both a train track and platform region of interest;

FIG. 26 relating to an eighth timeframe is a graph plotted against time showing both a train detection curve and a passenger crowding curve, and the graph is accompanied by a sequence of platform video snapshot images (V), (W) and (X) taken at different times along the time axis of the graph, wherein the images have overlaid thereupon both a train track and platform region of interest; and

FIG. 27 is a graph showing three congestion curves taken at different times of day.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Embodiments of aspects of the present invention provide an effective functional system using video analytics algorithms for automated crowd behaviour analysis. Such analysis finds application not only in the context of platform monitoring in a railway station, but more generally anywhere where it is useful or necessary to monitor crowds of people, pedestrians, spectators, etc. When applied to the analysis of crowds on platforms of railway/metro/MRT/underground stations, embodiments of the invention also offer train presence detection. The preferred arrangement is for the embodiments of the invention to operate on live image sequences captured by surveillance video cameras. Analysis can be performed in real-time in a low-cost, Personal Computer (PC) whilst cameras are monitoring real-world, cluttered and busy operational environments. Embodiments of the invention can also be applied to the analysis of recorded or time-delayed video. In particular, preferred embodiments have been designed for use in analysing crowd behaviour on urban underground platforms. Against this background, the challenges to face include: diverse, cluttered and changeable environments; sudden changes in illuminations due to a combination of sources (for example, train headlights, traffic signals, carriage illumination when calling at station and spot reflections from polished platform surface); the reuse of existing legacy analogue cameras with unfavourable relatively low mounting positions and near to horizontal orientation angle (causing more severe perspective distortion and object occlusions). The crowd behaviours targeted include platform congestion levels, or crowd density, estimation (ranging from almost empty platforms with a few standing or sitting passengers to highly congested situations during peak hour commuter traffic) and the differentiation of dynamic congestion (due to people being in constant motion) from static congestion (due to people being in a motionless state, either standing or sitting on the chairs available). The techniques proposed according to embodiments of the invention offer a unique approach, which has been found to address these challenges effectively. The performance has been demonstrated by extensive experiments on real video collections and prolonged live field trials. Embodiments of the invention also find application in less challenging environments where some or many of the challenges identified above may not arise.

Key principles involved in crowd congestion analysis according to the present embodiments also find application in train detection analysis, in addition to other kinds of object detection and/or analysis. Thus, embodiments of the present invention can be applied to producing meaningful measures of crowd congestion on train platforms and usefully correlating that with train arrivals and departures, as will be described hereinafter.

FIG. 1 is a block diagram of an exemplary system architecture according to an embodiment of the present invention. According to FIG. 1, one or more video cameras 100 (two are shown in FIG. 1) have live analogue camera feeds, connected via a coaxial cable, to one or more video capture cards 110 hosted in a video analytics PC 105, which may be located locally, for example in a train station that constitutes a monitoring site. Video sequences that are captured need to be of reasonably good quality in terms of spatial-temporal resolution and colour appearance in order to be suitable for automatic image processing.

The analytics PC 105 includes a video analytics engine 115 consisting of real-time video analytic algorithms, which typically execute on the analytics PC in separate threads, with each thread processing one video stream to extract pertinent semantic scene change information, as will be described in more detail below. The analytics PC 105 also includes various user interfaces 120, for example for an operator to specify regions of interest in a monitored scene, using standard graphics overlay techniques on captured video images.

The video analytics engine 115 may generally include visual feature extraction functions (for example including global vs. local feature extraction), image change characterisation functions, information fusion functions, density estimation functions and automatic learning functions.

An exemplary output of the video analytics engine 115 from a platform 105 may include both XML data, representing the level of scene congestion and other information such as train presence (arrival/departure time) detection, and snapshot images captured at a regular interval, for example every 10 seconds. According to FIG. 1, this output data may be transmitted via an IP network (not shown), for example the Internet, to a remote data warehouse (database) 135 including a web server 125 from which information from many stations can be accessed and visualised by various remote mobile 140 or fixed 145 clients, again, via the Internet 130.

It will be appreciated that each platform may be monitored by one, or more than one, video camera. It is expected that more-precise congestion measurements can be derived by using plural spatially-separated video cameras on one platform; however, it has been established that high quality results can be achieved by using only one video camera and feed per platform and, for this reason, the following examples are based on using only one video feed.

It has been determined that there are three main difficulties when attempting to use camera sensor and visual-based technology to monitor realistic and cluttered crowd scene in an operational underground platform, as follows:

• • Firstly, the change in the “degree of crowdedness” of the scene is often unpredictable. The transition from a relatively quiet platform to a rather congested situation can happen rapidly over a short period of time (for example, people rushing towards train carriages to board a soon-to-depart train) and vice versa.
  • Secondly, a video camera's mounting position is typically constrained by the physical space of the operational site (for example, the tunnel ceiling in a tube station), or other health and safety regulations; it is typically not possible to have a strategically favourable view of the scene to alleviate the problems of occlusion.
  • Thirdly, sudden illumination changes are prevalent, for example, due to a train's arrival, stopping and departure, the switching of traffic signals, and localised reflections.

These factors typically make it difficult to use traditional, object-based video analysis for scene understanding.

Therefore, embodiments of aspects of the present invention perform visual scene “segmentation” based on relevance analysis on (and fusion of) various automatically computable visual cues and their temporal changes, which characterise crowd movement patterns and reveal a level of congestion in a defined and/or confined physical space.

FIG. 2 is a block diagram showing four main components of analytics engine 115, and the general processes by which a congestion level is calculated. The first component 200 is arranged to specify a region of interest (ROI) of a scene 205; compute the scene geometry (or planar homography between the ground plane and image plane) 210; compute a pixel-wise perspective density map within the ROI 215; and, finally, conduct a non-uniform blob-based partition of the ROI 220, as will be described in detail below. In the present context, a “blob” is a sub-region within a ROI. The output of the first component 200 is used by both a second and a third component. The second component 225, is arranged to evaluate instantaneous changes in visual appearance features due to meaningful motions 230 (of passengers or trains) by way of foreground detection 235 and temporal differencing 240. The third component 245, is arranged to account for stationary occupancy effects 250 when people move slowly or remain almost motionless in the scene, for regions of the ROI that are not deemed to be dynamically congested. It should be noted that, for both the second and third components, all the operations are performed on a blob by blob basis. Finally, the fourth component 255 is designed to compute the overall measure of congestion for the region of interest, including prominently compensating for the bias effect that a sparsely distributed crowd may appear to have the same congestion level as that of a spatially tightly distributed crowd from previous computations, where, in fact, the former is much less congested than that of the latter in 3D world scene. All of the functions performed by these modules will be described in further detail hereinafter.

FIG. 3 is a block diagram representing a more-detailed breakdown of the internal operations of each of the components and functions in FIG. 2, and the concurrent and sequential interactions between them.

According to FIG. 3, block 300 is responsible for scene geometry (planar homography) estimation and non-uniform blob-based partitioning of a ROI. The block 300 uses a static image of a video feed from a video camera and specifies a ROI, which is defined as a polygon by an operator via a graphical user interface. Once the ROI has been defined, and an assumption made that the ROI is located on a ground plane in the real world, block 300 computes a plane-to-plane homography (mapping) between the camera image plane and the ground plane. There are various ways to calculate or estimate the homography, for example by marking at least four known points on the ground plane [4] or through a camera self calibration procedure based on a walking person [7] or other moving object. Such calibration can be done off-line and remains the same if the camera's position is fixed. Next, a pixel-wise density map is computed on the basis of the homography, and a non-uniform partition of the ROI into blobs of appropriate size is automatically carried out. The process of non-uniform partitioning is described below in detail. A weight (or ‘congestion contributor’) is assigned to each blob. The weight may be collected from the density values of the pixels falling within the blob, which accounts for the perspective distortion of the blob in the camera's view. Alternatively, it can be computed according to the proportional change relative to the size of a uniform blob partition of the ROI. The blob partitions thus generated are used subsequently for blob-based scene congestion analysis throughout the whole system.

Congestion analysis according to the present embodiment comprises three distinct operations. A first analysis operation comprises dynamic congestion detection and assessment, which itself comprises two distinct procedures, for detecting and assessing scene changes due to local motion activities that contribute to a congestion rating or metric. A second analysis operation comprises static congestion detection and assessment and third analysis operation comprises a global scene scatter analysis. The analysis operations will now be described in more detail with reference to FIG. 3.

Dynamic Congestion Detection and Assessment

Firstly, in order to detect instantaneous scene dynamics, in block 305 a short-term responsive background (STRB) model, in the form of a pixel-wise Mixture of Gaussian (MoG) model in RGB colour space, is created from an initial segment of live video input from the video camera. This is used to identify foreground pixels in current video frames that undergo certain meaningful motions, which are then used to identify blobs containing dynamic moving objects (in this case passengers). Thereafter, the parameters of the model are updated by the block 305 to reflect short term environmental changes. More particularly, foreground (moving) pixels, are first detected by a background subtraction procedure in block involving comparing, on a pixel-wise basis, a current colour video frame with the STRB. The pixels then undergo further processing steps, for example including speckle noise detection, shadow and highlight removal, and morphological filtering, by block 310 thereby resulting in reliable foreground region detection [5], [13]. For each partition blob within the ROI, an occupancy ratio of foreground pixels relative to the blob area is computed in a block 315, which occupancy ratio is then used by block 320 to decide on the blob's dynamic congestion candidacy.

Secondly, in order to cope with likely sudden uniform or global lighting changes in the scene, the intensity differencing of two consecutive frames is computed in block 325, and, for a given blob, the variance of differenced pixels inside it is computed in block 330, which is then used to confirm the blob's dynamic congestion status: namely, ‘yes’ with its weighted congestion contribution or ‘no’ with zero congestion contribution by block 320.

Static Congestion Detection and Assessment

Due to the intrinsic unpredictability of a dynamic scene, so-called “zero-motion” objects can exist, which undergo little or no motion over a relatively long period of time. In the case of an underground station scenario, for example, “zero-motion” objects can describe individuals or groups of people who enter the platform and then stay in the same standing or seated position whilst waiting for the train to arrive.

In order to detect such zero-motion objects, a long-term stationary background (LTSB) model that reflects an almost passenger-free environment of the scene is generated by a block 335. This model is typically created initially (during a time when no passengers are present) and subsequently maintained, or updated selectively, on a blob by blob basis, by a block 340. When a blob is not detected as a congested blob in the course of the dynamic analysis above, a comparison of the blob in a current video frame is made with the corresponding blob in the LTSB model, by a block 345, using a selected visual feature representation to decide on the blob's static congestion candidacy. In addition, a further analysis, by the same block 345, on the variance of the differenced pixels is used to confirm the blob's static congestion status with its weighted congestion contribution. Finally, the maintenance of the LTSB model in the ROI is performed on a blob by blob basis by the block 350. In general, if a blob, after the above cascaded processing steps, is not considered to be congested for a number of frames, then it is updated using a low-pass filter in a known way.

(Global) Scatter Compensated Congestion Analysis

In contrast with the above blob-based (localised) scene analysis, the first step of this operation, carried out by a block 355, is a global scene characterisation measure introduced to differentiate between different crowd distributions that tend to occur in the scene. In particular, the analysis can distinguish between a crowd that is tightly concentrated and a crowd that is largely scattered over the ROI. It has been shown that, while not essential, this analysis step is able to compensate for certain biases of the previous two operations, as will be described in more detail below.

The next step according to FIG. 3 is to generate an overall congestion measure, in a block 360. This measure has many applications, for example, it can be used for statistical analysis of traffic movements in the network of train stations, or to control safety systems which monitor and control whether or not more passengers should be permitted to enter a crowded platform.

The algorithms applied by the analytics engine 115 will now be described in further detail.

The image in FIG. 4(a) shows an example, of an underground station scene and the image in FIG. 4(b) includes a graphical overlay, which highlights the platform ROI 400; nominally, a relatively large polygonal area on the ground of the station platform. For flexibility and practical consideration of an application, certain parts (for example, those polygons identified inside the ROI 405, as they either fall outside the edge of the platform or could be a vending machine or fixture) of this initial selection can be masked out, resulting in the actual ROI that is to be accounted for in the following computational procedures. Next, a planar homography between the camera image plane and the ground plane is estimated. The estimation of the planar homography is illustrated in FIG. 5, which illustrates how objects can be mapped between an image plane and a ground plane. The transformation between a point in the image plane and its correspondence in the ground plane can be represented by a 3 by 3 homography matrix H in a known way.

Given the estimated homography, a density map for the ROI can be computed, or a weight is assigned to each pixel within the ROT of the image plane, which accounts for the camera's perspective projection distortion [4]. The weight w_i attached to the i^th pixel after normalisation can be obtained as: where the square area centred on (x, y) in the ground plane in FIG. 5b is denoted as A_G (which is fixed for all points) and its corresponding trapezoidal area centred on (u, v) in the image plane in FIG. 5a is denoted as A_i^I.

Having defined the ROI and applied weights to the pixels, a non-uniform partition of the ROI into a number of image blobs can be automatically carried out, after which each blob is assigned a single weight. The method of partitioning the ROI into blobs and two typical ways of assigning weights to blobs are described below.

Uniform ROI partitions will now be described by way of an introduction to generating a non-uniform partition.

The first step in generating a uniform partition, is to divide the ground plane into an array of relatively small uniform blobs (or sub-regions), which are then mapped to the image plane using the estimated homography. FIG. 6a illustrates an exemplary array of blobs on a ground plane and FIG. 6b illustrates that same array of blobs mapped onto a platform image using the homography. Since the homography accounts for the perspective distortion of the camera, the resulting image blobs in the image plane assume an equal weighting given that each blob corresponds to an area of the same size in the ground plane. However, in practical situations, due to different imaging conditions (for example camera orientation, mounting height and the size of ROI), the sizes of the resulting image blobs may not be suitable for particular applications.

In a crowd congestion estimation problem, any blob which is too big or too small causes processing problems: a small blob cannot accommodate sufficient image data to ensure reliable feature extraction and representation; and a large blob tends to introduce too much decision error. For example, a large blob which is only partially congested may still end up being considered as fully congested, even if only a small portion of it is occupied or moving, as will be discussed below.

FIG. 7 a shows another exemplary uniform partition using an array of relatively large uniform blobs on a ground plane and the image in FIG. 7b has the array of blobs mapped onto the same platform as in FIG. 6.

It can be observed from FIG. 6b that the image blobs obtained in the far end of the platform are too small to undergo any meaningful processing, as there is only a very small number of pixels involved, and not enough for any reliable feature calculation. Conversely, FIG. 7b shows a situation where the size of the uniform blob in the ground plane is so selected that reasonably sized image blobs are obtained in the far end of the platform, whereas the image blobs in the near end of the platform are too big for applications like congestion estimation. In order to overcome the difficulty in deciding on an appropriate blob size to perform uniform ground plane partition, we propose an method for non-uniform blob partitioning, as will now be described with reference to the flow diagram in FIG. 8.

Assuming w_S and h_S are the width and height of the blobs for a uniform partition (for example, that described in FIG. 6a) of the ground plane, respectively. In a first step 800, a ground plane blob of this size with its top-left hand corner at (x,y) is selected, and the size A_u,v of its projected image blob calculated in a step 805. In step 810, if A_u,v is less than a minimum value A_min then the width and height of the ground plane blob are increased by a factor f (typical value used 1.1) in step 815, the process iterates to step 805 with the area being recalculated. In practice, the process may iterate for a few times (for example 3-6 times) until the size of the resulting blob is within the given limits. At this time, the blob ends up with a width w_I and a height h_I in step 820. Next, a weighting for the blob is calculated in step 825, as will be described below in more detail.

In step 830, if more blobs are required to fill the array of blobs, the next blob starting point is identified as x+w_I+1, y, in step 835 and the process iterates to step 805 to calculate the next respective blob area. If no more blobs are required then the process ends in step 830.

In practice, according to the present embodiment, blobs are defined a row at a time, starting from the top left hand corner, populating the row from left to right and then starting at the left hand side of the next row down. Within each row, according to the present embodiment, the blobs have an equal height. For the first blob in each row, both the height and width of the ground plane blob are increased in the iteration process. For the rest of the blobs on the same row, only the width is changed whilst keeping the same height as the first blob in the row. Of course, other ways of arranging blobs can be envisaged in which blobs in the same row (or when no rows are defined as such) do not have equal heights. The key issue when assigning blob size is to ensure that there are a sufficient number of pixels in an appropriate distribution to enable relatively accurate feature analysis and determination. The skilled person would be able to carry out analyses using different sizes and arrangements of blobs and determine optimal sizes and arrangements thereof without undue experimentation. Indeed, on the basis of the present description, the skilled person would be able to select appropriate blob sizes and placements for different kinds of situation, different placements of camera and different platform configurations.

Regarding assigning a weighting to each blob, which has a modified width and height, w_I and h_I respectively, there are typically two ways of achieving this.

A first way of assigning a blob weight is to consider that uniform partition of the ground plane (that is, an array of blobs of equal size) renders each blob having an equal weight proportional to its size (w_S×h_S), the changes in blob size as made above result in the new blob assuming a weight

(w_I×h_I)/(w_S×h_S).

An alternative way of assigning a blob weight is to accumulate the normalised weights for all the pixels falling within the new blob; wherein the pixel weights were calculated using the homography, as described above.

According to the present embodiment, an exception to the process for assigning blob size occurs when a next blob in the same row may not obtain the minimum size required, within the ROI, when it is next to the boarder of the ROI in the ground plane. In such cases, the under-sized blob is joined with the previous blob in the row to form a larger one, and the corresponding combined blob in the image plane is recalculated. Again, there are various other ways of dealing with the situation when a final blob in a row is too small. For example, the blob may simply be ignored, or it could be combined with blobs in a row above or below; or any mixture of different ways could be used.

The diagram in FIG. 9a illustrates a ground plane partitioned with an irregular, or non-uniform, array of blobs, which have had their sizes defined according to the process that has just been described. As can be seen, the upper blobs 900 are relatively large in both height and width dimensions—though the blob heights within each row are the same—compared with the blobs in the lower rows. As can also be seen, the blobs bounded by dotted lines 905 on the right hand side and at the bottom indicate that those blobs were obtained by joining two blobs for the reasons already described.

The image in FIG. 9b shows the same station platform that was shown in FIGS. 6b and 7b but, this time, having mapped onto it the non-uniform array of blobs of FIG. 9a. As can be seen in FIG. 9b, the mapped blobs have a far more regular size than those in FIGS. 6b and 7b. It will, thus, be appreciated that the blobs in FIG. 9b provide an environment in which each blob can be meaningfully analysed for feature extraction and evaluation purposes.

As mentioned above in connection with FIG. 4, some blobs within the initial ROI may not be taken into full account (even no account at all) for a congestion calculation, if the operator masks out certain scene areas for practical considerations. According to the present embodiment, such a blob b_k can be assigned a perspective weight factor ω_k and a ratio factor r_k, which is the ratio between the number of unmasked pixels and the total number of pixels in the blob. If there are a total number of N_b blobs in the ROI, the contribution of a congested blob b_k to the overall congestion rating will be ω_k×r_k. If the maximum congestion rating of the ROI is defined to be 100, then the congestion factor of each blob will be normalised by the total congestions of all blobs. Therefore, a congestion contributor or weighting C_k of blob b_k may be presented as:

$\begin{array}{cc}{C}_k=\frac{{\omega }_k\times r_k}{\sum _{l=0}^{N_b}{\omega }_l\times r_l}\times 100& \left(2\right)\end{array}$

As has been described, an efficient scheme is employed to identify foreground pixels in the current video frames that undergo certain meaningful motions, which are then used to identify blobs containing dynamic moving objects (pedestrian passengers). Once the foreground pixels are detected, for each blob b_k, the ratio R_k^f is calculated between the number of foreground pixels and its total size. If this ratio is higher than a threshold value τ_f, then blob b_k is considered as containing possible dynamic congestion. However, sudden illumination changes (for example, the headlight of an approaching train or changes in traffic signal lights) possibly increase the number of foreground pixels within a blob. In order to deal with these effects, a secondary measure V_k^d is taken, which first computes the consecutive frame difference of grey level images, on F(t) and its preceding one F(t−1), and then derives the variance of the difference image with respect to each blob b_k. The variance value due to illumination variation is generally lower as compared to that caused by an object motion, since, as far as a single blob is concerned, the illumination changes are considered to have a global effect. Therefore, according to the present embodiment, blob b_k is considered as dynamically congested, which will contribute to the overall scene congestion at the time, if, and only if, both of the following conditions are satisfied, that is:

R_k^f>τ_f and V_k^d>τ_mv,  (3)

where τ_mv is a suitably chosen threshold value for a variance metric. The set of dynamically congested blob is noted as B_D thereafter.

A significant advantage of this blob-based analysis method over a global approach is that even if some of the pixels are wrongly identified as foreground pixels, the overall number of foreground pixels within a blob may not be enough to make the ratio R_k^f higher than the given threshold. This renders the technique more robust to noise disturbance and illumination changes. The scenario illustrated in FIG. 10 demonstrates this advantage.

FIG. 10 a is a sample video frame image of a platform which is sparsely populated but including both moving and static passengers. FIG. 10b is a detected foreground image of FIG. 10a, showing how the foregoing analysis identifies moving objects and reduces false detections due to shadows, highlights and temporarily static objects. It is clear that the most significant area of detected movement coincides with the passenger in the middle region of the image, who is pulling the suitcase towards the camera. Other areas where some movement has been detected are relatively less significant in the overall frame. FIG. 10c is the same as the image in 10a, but includes the non-uniform array of blobs mapped onto the ROI 1000: wherein, the blobs bounded by a solid dark line 1010 are those that have been identified as containing meaningful movement; blobs bounded by dotted lines 1020 are those that have been identified as containing static objects, as will be described hereinafter; and blobs bounded by pale boxes 1030 are empty (that is, they contain no static or dynamic objects). As shown, the blobs bounded by solid dark lines 1010 coincide closely with movement, the blobs bounded by dotted lines 1020 coincide closely with static objects and the blobs bounded by pale lines 1030 coincide closely with spaces where there are no objects. This designation of blob congestion (active, passive and non-) for crowds will be used hereafter in subsequent images.

Regarding zero-motion regions, there are normally two causes for an existing dynamically congested blob to lose its ‘dynamic’ status: either the dynamic object moves away from that blob or the object stays motionless in that blob for a while. In the latter case, the blob becomes a so-called “zero-motion” blob or statically congested blob. To detect this type of congestion successfully is very important in sites such as underground station platforms, where waiting passengers often stand motionless or decide to sit down in the chairs available.

If on a frame by frame basis any dynamically congested blob b_k becomes non-congested, it is then subjected to a further test as it may be a statically congested blob. One method that can be used to perform this analysis effectively is to compare the blob with its corresponding one from the LTSB model. A number of global and local visual features can be experimented for using this blob-based comparison, including colour histogram, colour layout descriptor, colour structure, dominant colour, edge histogram, homogenous texture descriptor and SIFT descriptor.

After a comparative study, MPEG-7 colour layout (CL) descriptor has been found to be particularly efficient at identifying statically congested blobs, due to its good discriminating power and because it has a computationally relatively low overhead. In addition, a second measure of variance of the pixel difference can be used to handle illumination variations, as has already been discussed above in relation to dynamic congestion determinations.

According to this method, the ‘city block distance’ in colour layout descriptors d_CLs is computed between blob b_k in the current frame and its counterpart in the LTSB model. If the distance value is higher than a threshold τ_cl, then blob b_k is considered as a statically congested blob candidate. However, as in the case of dynamic congestion analysis, sudden illumination changes can cause a false detection. Therefore, to be sure, the variance V_s of the pixel difference in blob b_k between the current frame and LTSB model is used as a secondary measure. Therefore, according to the present embodiment, blob b_k is declared as a statically congested one that will contribute to the overall scene congestion rating, if and only if the following two conditions are satisfied:

d_CLs>τ_cl and V_s>τ_sv,  (4)

where τ_sv is a suitably chosen threshold. The set of statically congested blobs is thereafter noted as B_s. As already indicated, FIG. 10c shows an example scene where the identified statically congested blobs are depicted as being bounded by dotted lines.

A method for maintaining the LTSB model will now be described. Maintenance of the LTSB is required to take account of slow and subtle changes that may happen to the captured background scene over a longer-term basis (day, week, month) caused by internal lighting properties drifting, etc. The LTSB model used should be updated in a continuous manner. Indeed, for any blob b_k that has been free from (dynamic or static) congestion continuously for a significant period of time (for example, 2 minutes) its corresponding LTSB blob is updated using a linear model, as follows.

If N_f frames are processed over the defined time period and for a pixel iεb_k if, its mean intensity M_i^x and variance V_i^x, or (σ_i^x)², for each colour band, x*ε(R,G,B), are calculated as follows:

$\begin{array}{cc}{M}_i^x=\frac{\sum _{l=1}^{N_f}I_{l,i}^x}{N_f},V_i^x=\frac{\sum _{l=1}^{N_f}{\left(I_{l,i}^x-M_i^x\right)}^2}{N_f}& \left(5\right)\end{array}$

Next, according to the present embodiment, if, for iεb_k, the condition σ_i^x<τ_lv, xε(R,G,B) is satisfied for at least 95% of the pixels within blob b_k, then the corresponding pixels I_i^BG in the LTSB model will be updated as:

I _i ^BG,X =α×M _i ^X+(1−α)I_i^BG,X,Xε(R,G,B)  (6)

where α=0.01. For the remaining pixels within blob b_k that fail to meet the condition, the corresponding ones in the LTSB model will not be changed.

Note that in the above processing, the counts for non-congested blobs are returned to zero whenever an update is made or a congested case is detected. In practice, the pixel intensity value and the squared intensity value (for each colour band) are accumulated with each incoming frame to ease the computational load.

Accordingly, an aggregated scene congestion rating can be estimated by adding the congestions associated with all the (dynamically and statically) congested blobs. Given a total number of N_b blobs for the ROI, the aggregated congestion (TotalC) can be expressed as:

$\begin{array}{cc}\mathrm{TotalC}=\sum _{k\in B_D}C_kR_k^f+\sum _{k\in B_S}C_k,& \left(7\right)\end{array}$

where C_k is the congestion weighting associated with blob b_k given previously in Equation (2).

It has been found that the blob-based visual scene analysis approach discussed so far has been very effective and consistent in dealing with high and low crowd congested situations in underground platforms. However, one observation that has emerged, after many hours of testing on the live video data. The observation is that the approach tends to give a higher congestion level value when people are scattered around on the platform in medium congestion situation. This is more often the case when, in the camera's view, the far end of the platform is more crowded compared to the near end of the platform, simply because the blobs in the far end of the platform carry more weight to account for the perspective nature of the platform appearance in the videos. To illustrate this, FIG. 11a shows an example scene where the actual congestion level on the platform is moderate, but passengers are scattered all over the platform, covering a good deal of the blobs especially in the far end of the ROI. As can be seen in FIG. 11c, most of the blobs are detected as congested, leading to an overly-high congestion level estimation.

The main difference between a scattered, or loosely distributed, crowd and a highly congested crowd scene is that there will tend to be more free space between people in the former case as compared to the latter. Since this free space and congested space are evenly distributed over all the blobs, as shown in FIG. 11, the localised blob-based congestion estimation approach alone has not provided a particularly accurate assessment in this specific example. However, it has been found that a suitably-defined global measure of the scene provides one way of improving the performance of the overall process.

In particular, it has been found that a measure based on the use of a thresholded pixel difference within the ROI, between the current frame and the LTSB model, provides a suitable measure. For example, consider a pixel iεROI in the current frame, the maximum intensity difference D_i^max as compared to its counterpart in the LTSB model in three colour bands is obtained by:

D _i ^max=Max(D_i^R,D_i^G,D_i^B)

If D_i^max>τ_s is satisfied, then pixel i is counted as a ‘congested pixel’ or iεP_c where τ_s is a suitably chosen threshold. FIG. 11b shows such an example of ‘congested pixels’ mask. Now, the global congestion measure GM can be defined as the aggregation of weights w_i (see Equation (1)) of all of the congested pixels. In other words:

$\mathrm{GM}=\sum _iw_i,i\in P_C$

where 0≦GM<1.0. As a result, the final congestion (OverallC) for the monitored scene can be computed as:

OverallC=TotalC×f(GM),

where f(.) can be a linear function or a sigmoid function:

$f\left(x\right)=\frac{1}{1+{}^{-\alpha \left(x-0.5\right)}}$

and where α=8 has been used according to the present embodiment.

Referring again to the example illustrated in FIG. 11, the initially over-estimated congestion level was 67. However, by including the final global scene scatter analysis, congestion was brought down to 31, reflecting the true nature of the scene; the GM value in FIG. 11c being 0.478.

The scene examples in FIGS. 12 and 13 illustrate two further different crowd conditions on the same platform. Clearly, the platform shown in the image in FIG. 12a is sparsely populated, whereas the platform shown in the image in FIG. 13a is highly populated. According to the foregoing analysis, the blobs shown in FIG. 12b and the congested pixels map in FIG. 12c represent a TotalC=6.95, GM=0.113 and an OverallC=1. In contrast, the blobs shown in FIG. 13b and the congested pixels map in FIG. 13c represent a TotalC=95.77, GM=0.853 and an OverallC=90. In both cases, the threshold maps and designation of blobs (dynamically congested, bounded by solid lines; statically congested, bounded by dotted lines; empty, bounded by pale lines) coincides closely with the actual image.

As already indicated, embodiments of the present invention have been found to be accurate in detecting the presence, and the departure and arrival instants, of a train by a platform. This leads to it being possible to generate an accurate account of actual train service operational schedules. This is achieved by detecting reliably the characteristic visual feature changes taking place in certain target areas of a scene, for example, in a region of the original rail track that is covered or uncovered due to the presence or absence of a train, but not obscured by passengers on a crowded platform. Establishing the presence, absence and movement of a train is also of particular interest in the context of understanding the connection between train movements and crowd congestion level changes on a platform. When presented together with the congestion curve, the results have been found to reveal a close correlation between trains calling frequency and changes in the congestion level of the platform. Although the present embodiment relates to passenger crowding and can be applied to train monitoring, it will be appreciated that the proposed approach is generally applicable to a far wider range of dynamic visual monitoring tasks, where the detection of object deposit and removal is required.

Unlike for a well-defined platform area, a ROI, according to embodiments of the present invention, in the case of train detection does not have to be non-uniformly partitioned or weighted to account for homography. First, the ROI is selected to comprise a region of the rail track where the train rests whilst calling at the platform. The ROI has to be selected so that it is not obscured by a waiting crowd standing very close to the edge of the platform, thus potentially blocking the camera's view of the rail track. FIG. 14a is a video image showing an example of one platform in a peak hours, highly crowded situation. However, observations of the train operations in various situations throughout a day show that there is always an empty region in between the two rail tracks that can be selected as the ROI for train detection, as the view in that region will only change if a train is seen at the station. In FIG. 14b, the selected ROI for the platform is depicted as light boxes 1400 along a region of the track. Also, FIGS. 14c and 14d respectively illustrate another platform, and the specification of its ROI for train detection there.

As indicated, perspective image distortion and homography of the ROI does not need to be factored into a train detection analysis in the same way as for the platform crowding analysis. This is because the purpose is to identify, for a given platform, whether there is a train occupying the track or not, whilst the transient time of the train (from the moment the driver's cockpit approaching the far end of the platform to a full stop or from the time the train starts moving to total disappearance from the camera's view) is only a few seconds. Unlike the previous situation where the estimated crowd congestion level can take any value between 0 and 100, the ‘congestion level’ for the target ‘train track’ conveniently assumes only two values (0 or 100).

In particular, according to embodiments of the invention, the ROI for the train track is firstly divided into uniform blobs of suitable size. If a large portion of a blob, say over 95%, is contained in the specified ROI for train detection, then the blob is incorporated into the calculations and a weight is assigned according to a scale variation model, or the weight is obtained by multiplying the percentage of pixels of the blob falling within the ROI and the distance between the blob's centre and the side of the image close to the camera's mounting position. This is shown in FIG. 15a and FIG. 15b, wherein blobs further away from the camera obtain more weight compared to the blobs close to the camera. As in the platform congestion estimation approach, a blob can be either dynamically congested or statically congested and the same respective procedures that are used for crowd analysis may also be applied to train detection.

Finally, a global scatter scene analysis is not necessary for train detection as the ‘congestion level’ is always either 0 or 100.

In embodiments of the invention in which train detection is involved as well as crowd analysis, it will be appreciated that, while train detection using the analysis techniques described herein are extremely convenient, since the entire analysis can be enacted by a single PC and camera arrangement, there are many other ways of detecting trains: for example, using platform or track sensors. Thus, it will be appreciated that embodiments of the present invention which involve train detection are not limited only to applying the train detection techniques described herein.

The video images in FIGS. 16 and 17 illustrate the automatically computed status of the blobs that cover the target rail track area under different train operation conditions. In FIGS. 16a and 17a, the images show no train present on the track, and the blobs are all empty (illustrated as pale boxes). In FIGS. 16b and 17b, trains are shown moving (either approaching or departing) along the track beside the platform. In this case, the blobs are shown as dark boxes, indicating that the blobs are dynamically congested, and the boxes are accompanied by an arrow showing the direction of travel of the trains. Finally, in FIGS. 16c and 17c, the trains are shown stationary (with the doors open for passengers to get on or off the train. In this case, the blobs are shown as dark boxes (with no accompanying arrow), indicating that the blobs are statically congested. This designation of blob congestion (active, passive and non-) for crowds will be used hereafter in subsequent images.

In order to demonstrate the effectiveness and efficiency of embodiments of the present invention for estimating crowd congestion levels and train presence detection, extensive experiments have been carried out on both highly compressed video recordings (motion JPEG+DivX) and real-time analogue camera feeds from operational underground platforms that are typical of various passengers traffic scenarios and sudden changes of environmental conditions. The algorithms can run in real-time in the analytics computer 105 (in this case, a modern PC, for example, an Intel Xeon dual-core 2.33 GHz CPU and 2.00 GB RAM running Microsoft Windows XP operating system) simultaneously, with two inputs of either compressed video streams or analogue camera feeds and two output data streams that are destined to an Internet connected remote server, with still about half of the resources spared. It found that the CIF size video frame (352×288 pixels) is sufficient to provide necessary spatial resolution and appearance information for automated visual analyses, and that working on the highly compressed video data does not show any noticeable difference in performance as compared to directly grabbed uncompressed video. Details of the scenarios, results of tests and evaluations, and insights into the usefulness of the extracted information are presented below.

The characteristic of the particular video data being studied are described, with regard to two platforms A and B, in Tables 1 and 2 (at the end of this description). In the case of Platform A (Westbound), as illustrated in the images in FIGS. 18a and 18b, the video camera's field of view (FOV) covers almost the entire length of the platform. In the case of Platform B (Eastbound), as illustrated in the images in FIGS. 18c and 18d, the camera's FOV covers about three quarters of the length of the platform. The images in FIG. 18 exemplify different passenger traffic density scenarios, including generally quiet and low crowd density (FIG. 18a), generally very high crowd density (FIG. 18b), a medium level of crowd density in the course of gradual change from low to high crowd density (FIG. 18c) and a gradual change from high to low crowd density (FIG. 18d). From among the video recordings of up to 4 hours for each camera on each platform, the video segments given in Tables 1 and 2, each lasting between three—six minutes, provided a very good representation of the typical situations and variations in crowd density. The time stamps attached to each clip also explain the apparent difference in behaviours of normal hours' passenger traffic and peak hours' commuters' traffic.

FIG. 19 to FIG. 26 present the selected results of the video scene analysis approaches for congestion level estimation and train presence detection, running on video streams from both compressed recordings and direct analogue camera feeds reflecting a variety of crowd movement situations. The congestion level is represented by a scale between 0 and 100, with ‘0’ describing a totally empty platform and ‘100’ a completely congested non-fluid scene. The indication of train arrival and departure is shown as a step function 190 in the graphs in the Figures, jumping upwards and downwards, respectively.

Snapshots (A), (B) and (C) in FIG. 19 are snapshots of Platform A in scenario A1 in Table 1 taken over a period of about three minutes. The graph in FIG. 19 represents congestion level estimation and train presence detection. As shown in the graph, at times (A), (B) and (C) there is a generally low-level crowd presence. More particularly, in snapshot (A), the platform blobs indicate correctly that dynamic congestion starts in the background (near the top) and gets closer to the camera (towards the bottom or foreground of the snapshot) in snapshots (B) and (C), and in (C) the congestion is along the left hand edge of the platform near the train track edge. Clearly, snapshot (C) has the highest congestion, although the congestion is still relatively low (below 15). In relation to train detection, at time (A) there is no train (train ROI blobs bounded by pale solid lines indicating no congestion), and at times (B) and (C) different trains are calling at the station (train ROI blobs bounded by solid dark lines indicating static congestion).

Snapshots (D), (E) and (F) in FIG. 20 are snapshots of Platform A in scenario A2 of Table 1 taken over a period of about three minutes. Graph (a) in FIG. 20 plots overall platform congestion, whereas graph (b) breaks congestion into two plots—one for dynamic congestion and one for static congestion. In this case, snapshot (E) has no train (train blobs bounded by pale lines), whereas snapshots (D) and (F) show a train calling (train blobs bounded by dotted lines). As shown, it is clear that the congestion is relatively high (about 90, 44 and 52 respectively) for each snapshot. However, of significant interest is the breakdown of platform congestion shown in graph (b), in which, in snapshot (D), the platform blobs indicate correctly that most of the congestion is attributable to dynamic congestion over the entire platform, in snapshot (E) dynamic and static congestion are about equal, with mainly dynamic congestion in the foreground and static congestion in the background, whereas, in snapshot (F), there is about double the dynamic congestion as static congestion, with most dynamic congestion being in the background.

Snapshots (G), (H) and (I) in FIG. 21 are snapshots of Platform A in scenario A7 of Table 1 taken over a period of about six minutes. As can be seen in graph (a), crowd level changes slowly from relatively high to relatively low over that period. In graph (b), the separation of dynamic and static congestion is broken down, showing a relatively even downward trend in static congestion and a slightly less regular change in dynamic congestion over the same period, with (not surprisingly) peaks in dynamic congestion occurring when a train is at the platform. In this example, a train is calling at the station in snapshot (H) (train blobs bounded by dotted lines) but not in snapshots (G) and (I) (train blobs bounded by pale lines). More particularly, in snapshot (G), the platform blobs indicate correctly that there is significant dynamic congestion in the foreground with a mix of dynamic and static congestion in the background, in (H) the foreground of the platform is clear apart from some static congestion on the left hand side near the train track edge, and there is a mix of static and dynamic congestion in the background, and in (I) the platform is generally clear apart from some static congestion in the distant background.

Snapshots (J), (K) and (L) in FIG. 22 are snapshots of Platform A in scenario A3 of Table 1 taken over a period of about three minutes. The graph indicates that the congestion situation changes from medium-level crowd scene to lower level crowd scene, with trains leaving in snapshots (J) (train blobs bounded by pale lines, as the train is not yet over the ROI) and (L) (train blobs bounded by dark lines indicating dynamic congestion) and approaching in snapshot (K) (blobs bounded by dark lines). More particularly, in snapshot (J), the platform blobs indicate correctly that congestion is mainly static, apart dynamic congestion in the mid-foreground due to people walking towards the camera, in (K) there is a mix of static and dynamic congestion along the left hand side of the platform near the train track edge and dynamic congestion in the right hand foreground due to a person walking towards the camera and, in (L), there is some static congestion in the distant background.

Snapshots (2), (3) and (4) in FIG. 23 are snapshots of Platform A taken over a period of about four and a half minutes. The graph illustrates that the scene changes from an initially quiet platform to a recurrent situation when the crowd builds up and disperses (shown as the spikes in the curve) very rapidly within a matter of about 30 seconds with a train's arrival and departure. The snapshots are taken at three particular moments, with no train in snapshot (2) (train blobs bounded by pale lines), and with a train calling at the station in snapshots (3) and (4) (train blobs bounded by dotted lines). This example was taken from a live video feed so there is no corresponding table entry. More particularly, in snapshot (2), the platform blobs indicate correctly that there is some dynamic congestion on the right hand side of the platform due to people walking away from the camera, whereas in (3) and (4) the platform is generally dynamically congested.

Snapshots (Y), (Z) and (1) in FIG. 24 are snapshots of Platform B in scenario B8 in Table 2 taken over a period of about three minutes. The graph indicates that the congestion is generally low-level. The snapshots show trains calling in (Y) and (Z) (train blobs bounded by dotted lines) and leaving in (1) (t′rain blobs bounded by pale lines as train not yet in ROI). More particularly, in snapshot (Y), the platform blobs indicate correctly that there is static congestion on the left hand side of the platform, away from the platform edge, and in the background, in (Z) there is significant dynamic congestion on the entire right hand side of the platform near the train track edge and in the background and in (I) there is a pocket of static congestion in the left hand foreground and a mix of static and dynamic congestion in the background.

Snapshots (P), (Q) and (R) in FIG. 25 are snapshots of Platform B in scenario B10 in Table 2 taken over a period of about three minutes. The graph shows crowd level changes between medium and low. The snapshots shown are taken at three particular moments: with no train in (P) (train blobs bounded by pale lines) and with a train calling at the station in (Q) and (R) (train blobs bounded by dotted lines), respectively. More particularly, the platform blobs indicate that in snapshot (P) a majority of the platform (apart from the left hand foreground) is statically congested in (Q) there are small areas of static and dynamic congestion on the right hand side of the platform and in (R) there is significant dynamic congestion over a majority of the platform apart from in the left hand foreground.

Snapshots (V), (W) and (X) in FIG. 26 are snapshots of Platform B in scenario B14 in Table 2 taken over a period of six minutes. The graph indicates that the crowd level changes from relatively high (over 55) to very low (around 5). The relief effect of a train service on the crowd congestion level of the platform can be clearly seen from the curve at point (W). In this example the snapshots are taken with no train in (X) (train blobs bounded by white solid lines), and with a train calling at the platform in (V) and (W) (train blobs bounded by dotted lines) respectively. More particularly, in snapshot (V), the platform blobs indicate that there is a mix of static and dynamic congestion, with much of the dynamic congestion resulting from people walking towards the camera in the middle part of the snapshot, in (W), much of the foreground of the snapshot is empty and there is significant static congestion in the background and, in (X), there is a small pocket of dynamic congestion in the left hand foreground and mix of static and dynamic congestion in the background.

The graph in FIG. 27 shows a comparison of the estimated crowd congestion level for Platform A at three different times of a day (lower curve, 15:22:14-15:25:22; upper curve, 17:39:00-17:41:58; and middle curve, 18:07:43-18:10:43), with each video sequence lasting about three minutes. It can be seen that, unsurprisingly, congestion peaks in rush hour (17:39:00-17:41:58), when most people tend to leave work.

By carefully inspecting these results it is possible to identify several interesting points, which illustrate the accurate performance of the approach described according to the present embodiment.

First, it is clear that the approach works well across two different camera set ups, and a variety of different crowd congestion situations, in real-world underground train station operational environments. For the train detection, the precision of detection time has been found to be within about two seconds of actual train appearance or disappearance by visual comparison, and for the platform congestion level estimation, the results have been seen to faithfully reflect the actual crowd movement dynamics with the required level of accuracy as compared with experienced human observers.

By drawing the results of congestion level estimation and train presence detection together in the same graph, we are able to gain insights into the different impacts that a train calling at a platform may have on the platform congestion level, considering also that the platform may serve more than one underground line (such as the District Line and the Circle Line in London). At a generally low congestion situation, as shown in FIG. 19, a train calling at a platform does not affect the congestion level in a noticeable way, as, after all, only a few passengers are waiting to get on or off a train. At peak hours, however, the congestion level remains generally high, as a train is normally close to its capacity: whilst it picks up some waiting passengers, others have to wait for the next service, while even more passengers continue to enter the platform. This situation is shown in FIG. 20. This can be especially problematic if the train service running interval is longer than one minute. On the other hand, FIG. 23 reveals a different type of information, in which the platform starts off largely quiet, but when a train calls at the station, the crowd builds up and disperses very rapidly, which indicates that this is largely a one way traffic, dominated by passengers getting off the train. Combined with high frequency of train services detected at this time, we can reasonably infer, and indeed it is the case, that this is the morning rush hours traffic comprising passengers coming to work.

In persistently high level platform congestion situations as depicted in FIG. 20, the separation of the dynamic and static congestion components, as manifested by the dynamically congested blobs and the statically congested blobs, leads to a better understanding of the nature of the crowd congestion. As can be seen from FIG. 21b, the dynamic congestion for much of the duration dominates the scene (that is, it remains above or equal to the static congestion level), which explains that the congestion, though very high, is generally fluid. As such, there are no hard jams, and passengers are still able to move about on the platform, to get on and off of train carriages, and to find free space to stand. FIG. 21 reveals the same facts when the congestion level changes gradually from high to low over a period of six minutes.

The algorithms described above contain a number of numerical thresholds in different stages of the operation. The choice of threshold has been seen to influence the performance of the proposed approaches and are, thus, important from an implementation and operation point of view. The thresholds can be selected through experimentation and, for the present embodiment, are summarised in Table 3 hereunder.

In summary, aspects of the present invention provide a novel, effective and efficient scheme for visual scene analysis, performing real-time crowd congestion level estimation and concurrent train presence detection. The scheme is operable in real-world operational environments on a single PC. In the exemplary embodiment described, the PC simultaneously processes at least two input data streams from either highly compressed digital videos or direct analogue camera feeds. The embodiment described has been specifically designed to address the practical challenges encountered across urban underground platforms including diverse and changeable environments (for example, site space constraints), sudden changes in illuminations from several sources (for example, train headlights, traffic signals, carriage illumination when calling at station and spot reflections from polished platform surface), vastly different crowd movements and behaviours during a day in normal working hours and peak hours (from a few walking pedestrians to an almost fully occupied and congested platform), reuse of existing legacy analogue cameras with lower mounting positions and close to horizontal orientation angle (where such an installation causes inevitably more problematic perspective distortion and object occlusions, and is notably hard for automated video analysis).

Unlike in the prior art, a significant feature of our exemplified approach is to use a non-uniform, blob-based, hybrid local and global analysis paradigm to provide for exceptional flexibility and robustness. The main features are: the choice of rectangular blob partition of a ROI embedded in ground plane (in a real world coordinate system) in such a way that a projected trapezoidal blob in an image plane (image coordinate system of the camera) is amenable to a series of dynamic processing steps and applying a weighting factor to each image blob partition, accounting for geometric distortion (wherein the weighting can be assigned in various ways); the use of a short-term responsive background (STRB) model for blob-based dynamic congestion detection; the use of long-term stationary background (LTSB) model for blob-based zero-motion (static congestion) detection; the use of global feature analysis for scene scatter characterisation; and the combination of these outputs for an overall scene congestion estimation. In addition, this computational scheme has been adapted to perform the task of detecting a train's presence at a platform, based on the robust detection of scene changes in certain target area which is substantially altered (covered or uncovered) only by a train calling at the platform.

Extensive experimental studies have been conducted on collections of various representative scenarios from 8 hours video recordings (4 hours for each platform) as well as real-time field trials for several days over a normal working week. It has been found that the performance of congestion level estimation matches well with experienced observers' estimations and the accuracy of train detection is almost always within a few seconds of actual visual detection.

Finally, it should be pointed out that although the main discussion focus of this paper is on the investigation of video analytics for monitoring underground platforms, the approaches introduced are equally applicable to automated monitoring and analysis of any public space (indoor or outdoor) where understanding crowd movements and behaviours collectively are of particular interest from crime prevention and detection, business intelligence gathering, operational efficiency, and health and safety management purposes among others.

The above embodiments are to be understood as illustrative examples of the invention. It is to be understood that any feature described in relation to any one embodiment may be used alone, or in combination with other features described, and may also be used in combination with one or more features of any other of the embodiments, or any combination of any other of the embodiments. Furthermore, equivalents and modifications not described above may also be employed without departing from the scope of the invention, which is defined in the accompanying claims.

REFERENCES

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TABLE 1
A video collection of crowd scenarios for westbound Platform
A: The reflections on the polished platform surface from the headlights of an
approaching train and the interior lights of the train carriages calling at the
platform, as well as the reflections from the outer surface of the carriages, all
affect the video analytics algorithms in an adverse and unpredictable way.
		# of frames,
Video		time and
clips	Description of the dynamic scene	(duration)
A1	A lower crowd platform: Starting with an empty rail track, a	4500 frames
	train approaches the platform from far side of the camera's	15:22:14-15:25:22
	field of view (FOV), stops, and then departs from near-side	(3′)
	of FOV; this scenario happens twice.
A2	A very high crowd platform: Crowded passengers stand	4500 frames
	close to the edge of the platform waiting for a train to	17:39:00-17:41:58
	arrive; a train stops and passengers negotiate their ways of	(3′)
	getting on/off; the train was full and cannot take all of
	waiting passengers on board; the train departs and still many
	passengers are left on the platform.
A3	Varying crowd between low and medium: A train calls at	4500 frames
	the platform, being full, and then departs; the remaining	18:07:43-18:10:43
	passengers wait for the next train; a second train approaches	(3′)
	and stops, passengers get on/off; the train departs and a few
	passengers walk on the platform.
A4	Trains move in the opposite platform: a train departs in the	4500 frames
	opposite platform B; there are, to a varied degree, a few	16:23:00-16:25:57
	people walking on the platform most of the time, meanwhile	(3′)
	another train in platform B comes and goes; and eventually
	a train approaches the platform and the crowd starts
	building up.
A5	Relatively non-varying crowd situation: a generally quiet	4500 frames
	platform with a few passengers; one train arrives and	18:55:00-18:58:00
	departs whilst a few passengers get off and on.	(3′)
A6	Crowd building up from low to high: People walk about and	9500 frames
	negotiate ways to find spare foothold space to gradually	17:30:31-17:36:51
	build up the crowd - areas close to the edge of the platform	(6′20″)
	tend to be static, whilst other areas movements are more
	fluid.
A7	Crowd changing from high to low: Crowded passengers	9500 frames
	waiting for a train; a train arrives and people get off and on;	18:04:20-18:10:40
	the train departs with a full load, leaving still passengers	(6′20″)
	behind; a second train comes and goes, still passengers are
	left on the platform; a third train service arrives, now
	leaving fewer passengers.

TABLE 2
A video collection of crowd scenarios for eastbound Platform B: This platform
scene suffers additionally from (somehow global) illumination changes caused by the
traffic signal lights switching between red and green as well as the rear (red) lights shed
from the departing trains; the lights are also reflected markedly on certain spots of the
polished platform surface.
Video		# of frames, time
clips	Description of the dynamic scene	and (length)
B8	Trains come and go with a low crowd platform: a train	4500 frames
	calling at the platform and departing; a second train	15:28:00-15:31:05
	approaching and stopping for a while, then leaving; a	(3′)
	third one is approaching
B9	Trains come and go with a moderately high crowd	4500 frames
	platform: passengers waiting on the platform; a train	17:48:24-17:51:13
	comes and goes while dropping off and picking up	(3′)
	commuters
B10	The amount of crowd changes between medium and low:	4500 frames
	Crowd density changes while two train services come	17:16:40-17:19:39
	and go	(3′)
B11	Varied crowd density: Two trains come and go, crowd	4500 frames
	changes between medium (gathering) and low (after train	17:39:00-17:41:36
	departing)	(3′)
B12	Relatively low and non-varying crowd situation: a train	4500 frames
	calling and departing; this scenario then repeats	15:31:27-15:34:26
		(3′)
B13	A crowd gradually builds up over the duration, but with	9500 frames
	some typical cycling changes of the crowd level with a	18:05:40-18:11:54
	train arrival and departure	(6′20″)
B14	Crowd density changes from high to low: In the	9500 frames
	meantime, four train services call at the platform with	18:12:23-18:18:44
	about 40 seconds gap in between	(6′20″)

TABLE 3
Thresholds used according to embodiments of the present
invention.
		Valid	Value
Tds	Description	range	used	Comments
Amin	MinimumBlobSizeT	100-400	250 (2000)	A small size blob
Amax	(MaximumBlobSizeT): It is used	(Amin-		cannot ensure reliable
	to decide on the minimum	2500)		feature extraction. (A
	(maximum) allowed blob size of			large blob tends to
	the ROI partition.			introduce too much
				decision error in the
				ensued chain of
				processing).
τf	MotionT: For a given blob, if the	0-1.0	0.3	The choice of a higher
	ratio of detected foreground pixels			value will reduce the
	is higher than this threshold, it is			rating of congestion
	considered as a foreground blob;			level and a lower one
	though sudden illumination			will increase it. The
	changes can also cause a blob to			impact on the final
	satisfy this condition, the blob			result is high (important
	may not be a congestion blob,			parameter). The
	subject to a second condition			parameter is not very
	check (below)			sensitive, for example,
				any value between 0.2
				and 0.4 will only
				change the results
				slightly.
τmv	VarianceMotionT: For a given	0-1000	100	The choice of a higher
	blob, if the variance of the pixels			value will reduce the
	difference between two adjacent			rating of congestion
	frames is higher than this			level and a lower one
	threshold, then a dynamic			will increase it. The
	congestion blob is confirmed if			impact f this parameter
	the first condition (explained			is best felt in
	above) is already satisfied.			circumstance when
				sudden illumination
				changes happen (e.g.,
				train headlights and
				traffic signals). The
				parameter is not very
				sensitive.
τcl	CLT: For a given blob, if the ‘city	0-314	1	The choice of a higher
	block’ distance between the			value will reduce the
	‘colour layout’ feature vectors of			overall rating of
	the current frame and the LTSB			congestion level and a
	model is higher than this value,			lower one will increase
	then the current blob is a			it. The impact is high
	candidate static congestion blob,			(important parameter).
	subject to a second condition			The parameter is not
	check (below)			very sensitive.
τsv	VarianceStaticT: For a given blob,	0-2000	750	A higher value will
	if the variance of the pixels			reduce the measure of
	difference between the current			congestion level and a
	frame and the LTSB model is			lower one will increase
	higher than this threshold, then a			it. The parameter is not
	static congestion blob is			very sensitive.
	confirmed if the first condition
	(above) is already satisfied.
τlv	LongTermVarianceT: It is used to	0-200	50	A higher value will
	ascertain if a pixel is non-			possibly allow the
	congested on a longer time scale			pixels with noise. A
	judging by its variance. If true, it			lower value will block
	is updated by the mean value of			the regular update.
	the pixels over this time period
	(Each colour band is updated
	separately).
τs	PixelDifferenceT: It is used to	0-255	50	This helps to
	find out if a change in a pixel has			differentiate the
	occurred, or if the pixel may be			scattered crowd
	considered ‘congested’. It is true,			situation from fully
	if the maximum difference			congested crowd
	between the current frame and the			situation. A higher
	LTSB model in all 3 colour bands			value will reduce the
	is higher than this threshold.			congestion level and a
				lower value will
				increase the congestion
				value.

Claims

1. A method of determining crowd congestion in a physical space by automated processing of a video sequence of the space, the method comprising: determining a region of interest in the space;partitioning the region of interest into an irregular array of sub-regions, each comprising a plurality of pixels of video image data;assigning a congestion weighting to each sub-region in the irregular array of sub-regions;determining first spatial-temporal visual features within the region of interest and, for each sub-region, computing a metric based on the said features indicating whether or not the sub-region is dynamically congested;determining second spatial-temporal visual features within the region of interest and, for each sub-region that is not indicated as being dynamically congested, computing a metric based on the said features indicating whether or not the sub-region is statically congested;generating an indication of an overall measure of congestion for the region of interest on the basis of the metrics for the dynamically and statically congested sub-regions and their respective congestion weightings.

2. A method according to claim 1, wherein the region of interest has a ground plane representation and an image plane representation, there being a homography between the two planar representations.

3. A method according to claim 2, wherein the sub-regions in the array are not uniformly distributed in the ground plane representation.

4. A method according to claim 2, wherein the region of interest is partitioned so that sub-regions that are relatively nearer to the camera are relatively smaller in the ground plane representation than sub-regions that are relatively further away from the camera, whereby, due to the homography, in the image plane, the sub-regions are relatively closer in size to one another than they are in the ground plane.

5. A method according to claim 4, wherein the partitioning is carried out on a row by row basis such that the irregular array comprises sub-regions of equal height within each row.

6. A method according to claim 1, wherein the region of interest is partitioned such that each sub-region encloses a number of pixels that is sufficient to enable reliable spatial-temporal visual feature extraction.

7. A method according to claim 1, wherein partitioning the region of interest includes defining each sub-region so that it has an area within an upper and lower bound.

8. A method according to claim 1, wherein the sub-regions have a maximum size of 2500 pixels and a minimum size of 100 pixels.

9. A method according to claim 1, wherein the sub-regions have a maximum size of 2000 pixels and a minimum size of 250 pixels.

10. A method according to claim 1, wherein partitioning the region of interest includes combining an edge sub-region with an inner sub-region if the edge sub-region has an area that is smaller than a predetermined lower bound.

11. A method according to claim 1, including assigning a weighting to each of the sub-regions.

12. A method according to claim 11, wherein the weight for each sub-region is determined including by assigning a weighting to each pixel within the region of interest, which weighting being introduced to compensate for image perspective projection distortion, and accumulating the normalised weightings of all pixels within the said sub-region.

13. A method according to claim 11, wherein the weighting for each sub-region is determined based on a ratio of the area of the sub-region after being back-projected to a ground plane with respect to a uniformly partitioned sub-region, which sub-region having an equal weighting in the case of partitioning the region of interest into equal-sized sub-regions.

14. A method according to claim 1, wherein dynamic congestion within a sub-region is determined including by identifying first spatial-temporal visual features indicative of greater than a threshold level of activity within a sub-region using a first adaptive background reference model and by comparing a current video image with a previous video image.

15. A method according to claim 14, wherein dynamic congestion within a sub-region is determined including by comparing a current image with a previous image in order to characterise any global changes to the current image, and reducing the influence of any identified first spatial-temporal visual features that result from any such global changes in the image.

16. A method according to claim 1, wherein static congestion within a sub-region is determined including by identifying second spatial-temporal visual features indicative of greater than a threshold level of difference between a sub-region of a current video image and the same sub-region of a second adaptive background reference model.

17. A method according to claim 16, wherein static congestion within a sub-region is determined including by comparing a current image with the second adaptive background reference model in order to characterise any global changes to the current image, and reducing the influence of any identified second spatial-temporal visual features that result from any such global changes in the image.

18. A method according to claim 16, wherein the first adaptive background reference model is a relatively short term responsive background model and the second adaptive background reference model is a relatively long term stationary background model.

19. A method according to claim 1, further comprising adjusting the aggregated measure of congestion by a global scatter factor, which is indicative of the amount of un-congested space in at least a foreground portion of the region of interest.

20. A method according to claim 1, in which the physical space includes a train platform and the region of interest is a portion of the platform that can be substantially populated by passengers.

21. A method according to claim 20, further comprising determining a second region of interest in a video image of the space, the second region of interest comprising a region through which a train travels when entering or leaving the vicinity of the platform in the train station.

22. A method according to claim 21, including: partitioning the second region of interest into a second array of sub-regions, each comprising a plurality of pixels of the video image data;determining third spatial-temporal visual features within the second region of interest and, for each sub-region, computing a metric based on the said features indicating whether or not the sub-region is occupied by a moving train; determining fourth spatial-temporal visual features within the second region of interest and, for each sub-region, computing a metric based on the said features indicating whether or not a sub-region is occupied by a stationary train; andoutputting an indication of overall measure of occupancy for the second region of interest on the basis of both dynamically and statically occupied sub-regions.

23. A crowd analysis system comprising: an imaging device for generating images of a physical space; and—a processor, wherein, for a given region of interest in images of the space, the processor is arranged to: partition the region of interest into an irregular array of sub-regions, each comprising a plurality of pixels of video image data;assign a congestion weighting to each sub-region in the irregular array of sub-regions;determine first spatial-temporal visual features within the region of interest and, for each sub-region, compute a metric based on the said features indicatingwhether or not the sub-region is dynamically congested;determine second spatial-temporal visual features within the region of interest and, for each sub-region that is not indicated as being dynamically congested, compute a metric based on the said features indicating whether or not the sub-region is statically congested;generate an indication of an overall measure of congestion for the region of interest on the basis of the metrics for the dynamically and statically congested sub-regions and their respective congestion weightings.

24. A crowd control system, arranged to control crowd movements including by analysing crowd congestion according to claim 1.