Work in progress: data might be changed

The data set contains the locations of public roadside parking spaces in the northeastern part of Hanover Linden-Nord. As a sample data set, it explicitly does not provide a complete, accurate or correct representation of the conditions! It was collected and processed as part of the 5GAPS research project on September 22nd and October 6th 2022 as a basis for further analysis and in particular as input for simulation studies.

Vehicle Detections

Based on the mapping methodology of Bock et al. (2015) and processing of Leichter et al. (2021), the utilization was determined using vehicle detections in segmented 3D point clouds. The corresponding point clouds were collected by driving over the area on two half-days using a LiDAR mobile mapping system, resulting in several hours between observations. Accordingly, these are only a few sample observations. The trips are made in such a way that combined they cover a synthetic day from about 8-20 clock.

The collected point clouds were georeferenced, processed, and automatically segmented semantically (see Leichter et al., 2021). To automatically extract cars, those points with car labels were clustered by observation epoch and bounding boxes were estimated for the clusters as a representation of car instances. The boxes serve both to filter out unrealistically small and large objects, and to rudimentarily complete the vehicle footprint that may not be fully captured from all sides.

https://data.uni-hannover.de/dataset/0945cd36-6797-44ac-a6bd-b7311f0f96bc/resource/807618b6-5c38-4456-88a1-cb47500081ff/download/detection_map.png" alt="Overview map of detected vehicles" title="Overview map of detected vehicles"> Figure 1: Overview map of detected vehicles

Parking Areas

The public parking areas were digitized manually using aerial images and the detected vehicles in order to exclude irregular parking spaces as far as possible. They were also tagged as to whether they were aligned parallel to the road and assigned to a use at the time of recording, as some are used for construction sites or outdoor catering, for example. Depending on the intended use, they can be filtered individually.

https://data.uni-hannover.de/dataset/0945cd36-6797-44ac-a6bd-b7311f0f96bc/resource/16b14c61-d1d6-4eda-891d-176bdd787bf5/download/parking_area_example.png" alt="Example parking area occupation pattern" title="Visualization of example parking areas on top of an aerial image [by LGLN]"> Figure 2: Visualization of example parking areas on top of an aerial image [by LGLN]

Parking Occupancy

For modelling the parking occupancy, single slots are sampled as center points every 5 m from the parking areas. In this way, they can be integrated into a street/routing graph, for example, as prepared in Wage et al. (2023). Own representations can be generated from the parking area and vehicle detections. Those parking points were intersected with the vehicle boxes to identify occupancy at the respective epochs.

https://data.uni-hannover.de/dataset/0945cd36-6797-44ac-a6bd-b7311f0f96bc/resource/ca0b97c8-2542-479e-83d7-74adb2fc47c0/download/datenpub-bays.png" alt="Overview map of parking slots' average load" title="Overview map of parking slots' average load"> Figure 3: Overview map of average parking lot load

However, unoccupied spaces cannot be determined quite as trivially the other way around, since no detected vehicle can result just as from no measurement/observation. Therefore, a parking space is only recorded as unoccupied if a vehicle was detected at the same time in the neighborhood on the same parking lane and therefore it can be assumed that there is a measurement.

To close temporal gaps, interpolations were made by hour for each parking slot, assuming that between two consecutive observations with an occupancy the space was also occupied in between - or if both times free also free in between. If there was a change, this is indicated by a proportional value. To close spatial gaps, unobserved spaces in the area are drawn randomly from the ten closest occupation patterns around.

This results in an exemplary occupancy pattern of a synthetic day. Depending on the application, the value could be interpreted as occupancy probability or occupancy share.

https://data.uni-hannover.de/dataset/0945cd36-6797-44ac-a6bd-b7311f0f96bc/resource/184a1f75-79ab-4d0e-bb1b-8ed170678280/download/occupation_example.png" alt="Example parking area occupation pattern" title="Example parking area occupation pattern"> Figure 4: Example parking area occupation pattern

References

• F. Bock, D. Eggert and M. Sester (2015): On-street Parking Statistics Using LiDAR Mobile Mapping, 2015 IEEE 18th International Conference on Intelligent Transportation Systems, Gran Canaria, Spain, 2015, pp. 2812-2818. https://doi.org/10.1109/ITSC.2015.452
• A. Leichter, U. Feuerhake, and M. Sester (2021): Determination of Parking Space and its Concurrent Usage Over Time Using Semantically Segmented Mobile Mapping Data, Int. Arch. Photogramm. Remote Sens. Spatial Inf. Sci., XLIII-B2-2021, 185–192. https://doi.org/10.5194/isprs-archives-XLIII-B2-2021-185-2021
• O. Wage, M. Heumann, and L. Bienzeisler (2023): Modeling and Calibration of Last-Mile Logistics to Study Smart-City Dynamic Space Management Scenarios. In 1st ACM SIGSPATIAL International Workshop on Sustainable Mobility (SuMob ’23), November 13, 2023, Hamburg, Germany. ACM, New York, NY, USA, 4 pages. https://doi.org/10.1145/3615899.3627930

Flood Zones map of the City of Mobile. (effective June 5, 2020) Size 36x48 / Format PDF. Updated as needed.Descripton of Flood Zone Data:The Digital Flood Insurance Rate Map (DFIRM) Database depicts flood risk information and supporting data used to develop the risk data. The primary risk classifications used are the 1-percent-annual-chance flood event, the 0.2-percent-annual-chance flood event, and areas of minimal flood risk. The DFIRM Database is derived from Flood Insurance Studies (FISs), previously published Flood Insurance Rate Maps (FIRMs), flood hazard analyses performed in support of the FISs and FIRMs, and new mapping data, where available. The FISs and FIRMs are published by the Federal Emergency Management Agency (FEMA). The file is georeferenced to earth's surface using the UTM projection and coordinate system. The specifications for the horizontal control of DFIRM data files are consistent with those required for mapping at a scale of 1:12,000.

A real-world multi-vehicle multi-modal V2V and V2X dataset Recently published datasets have been increasingly comprehensive with respect to their variety of simultaneously used sensors, traffic scenarios, environmental conditions, and provided annotations. However, these datasets typically only consider data collected by one independent vehicle. Hence, there is currently a lack of comprehensive, real-world, multi-vehicle datasets fostering research on cooperative applications such as object detection, urban navigation, or multi-agent SLAM. In this paper, we aim to fill this gap by introducing the novel LUCOOP dataset, which provides time-synchronized multi-modal data collected by three interacting measurement vehicles. The driving scenario corresponds to a follow-up setup of multiple rounds in an inner city triangular trajectory. Each vehicle was equipped with a broad sensor suite including at least one LiDAR sensor, one GNSS antenna, and up to three IMUs. Additionally, Ultra-Wide-Band (UWB) sensors were mounted on each vehicle, as well as statically placed along the trajectory enabling both V2V and V2X range measurements. Furthermore, a part of the trajectory was monitored by a total station resulting in a highly accurate reference trajectory. The LUCOOP dataset also includes a precise, dense 3D map point cloud, acquired simultaneously by a mobile mapping system, as well as an LOD2 city model of the measurement area. We provide sensor measurements in a multi-vehicle setup for a trajectory of more than 4 km and a time interval of more than 26 minutes, respectively. Overall, our dataset includes more than 54,000 LiDAR frames, approximately 700,000 IMU measurements, and more than 2.5 hours of 10 Hz GNSS raw measurements along with 1 Hz data from a reference station. Furthermore, we provide more than 6,000 total station measurements over a trajectory of more than 1 km and 1,874 V2V and 267 V2X UWB measurements. Additionally, we offer 3D bounding box annotations for evaluating object detection approaches, as well as highly accurate ground truth poses for each vehicle throughout the measurement campaign. Data access Important: Before downloading and using the data, please check the Updates.zip in the "Data and Resources" section at the bottom of this web site. There, you find updated files and annotations as well as update notes. The dataset is available here. Additional information are provided and constantly updated in our README. The corresponding paper is available here. Cite this as: J. Axmann et al., "LUCOOP: Leibniz University Cooperative Perception and Urban Navigation Dataset," 2023 IEEE Intelligent Vehicles Symposium (IV), Anchorage, AK, USA, 2023, pp. 1-8, doi: 10.1109/IV55152.2023.10186693.