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The rising adoption of plug-in electric vehicles (PEVs) leads to the alignment of their electricity and their mobility demands. Therefore, transportation and power infrastructures are becoming increasingly interdependent. In this work, we uncover patterns of PEV mobility by integrating for the first time two unique data sets: (i) mobile phone activity of 1.39 million Bay Area residents and (ii) charging activity of PEVs in 580,000 sessions obtained in the same region. We present a method to estimate individual mobility of PEV drivers at fine temporal and spatial resolution integrating survey data with mobile phone data and income information obtained from census. Thereupon, we recommend changes in PEVs charging times of commuters at their work stations that take into account individual travel needs and shave the pronounced peak in power demand. Informed by the tariff of electricity, we calculate the12 monetary gains to incentivize the adoption of the recommendations. These results open avenues for planning for the future of coupled transportation and electricity needs using personalized data.

Rapid urbanization and climate change trends are intertwined with complex interactions of various social, economic, and political factors. The increased trends of disaster risks have recently caused numerous events, ranging from unprecedented category 5 hurricanes in the Atlantic Ocean to the COVID-19 pandemic. While regions around the world face urgent demands to prepare for, respond to, and to recover from such disasters, large-scale location data collected from mobile phone devices have opened up novel approaches to tackle these challenges. Mobile phone location data have enabled us to observe, estimate, and model human mobility dynamics at an unprecedented spatio-temporal granularity and scale. The COVID-19 pandemic has spurred the use of mobile phone location data for pandemic and disaster response. However, there is a lack of a comprehensive review that synthesizes the last decade of work leveraging mobile phone location data and case studies of natural hazards and epidemics. We address this gap by summarizing the existing work, and pointing promising areas and future challenges for using data to support disaster response and recovery.

Rapid urbanization places increasing stress on already burdened transportation systems, resulting in delays and poor levels of service. Billions of spatiotemporal call detail records (CDRs) collected from mobile devices create new opportunities to quantify and solve these problems. However, there is a need for tools to map new data onto existing transportation infrastructure. In this work, we propose a system that leverages this data to identify patterns in road usage. First, we develop an algorithm to mine billions of calls and learn location transition probabilities of callers. These transition probabilities are then upscaled with demographic data to estimate origin-destination (OD) flows of residents between any two intersections of a city. Next, we implement a distributed incremental traffic assignment algorithm to route these flows on road networks and estimate congestion and level of service for each roadway. From this assignment, we construct a bipartite usage network by connecting census tracts to the roads used by their inhabitants. Comparing the topologies of the physical road network and bipartite usage network allows us to classify each road's role in a city's transportation network and detect causes of local bottlenecks. Finally, we demonstrate an interactive, web-based visualization platform that allows researchers, policymakers, and drivers to explore road congestion and usage in a new dimension. To demonstrate the flexibility of this system, we perform these analyses in multiple cities across the globe with diverse geographical and sociodemographic qualities. This platform provides a foundation to build congestion mitigation solutions and generate new insights into urban mobility., submitted to KDD 2014

We propose new probabilistic models for the spatial distribution of supply and demand and use the models to determine how the trip length distribution is affected by the relative shortage or excess of supply, the spatial clustering of supply and demand, and the degree of attraction or repulsion between supply and demand at different spatial scales. The models have a multiplicative structure and in certain cases possess scale invariance properties. Using detailed population data in metropolitan US regions validates the demand model. The trip length distribution, evaluated under destination choice models of the intervening opportunities type, has quasi-analytic form.We take advantage of this feature to study the sensitivity of the trip length distribution to parameters of the demand, supply and destination choice models. We find that trip length is affected in important but different ways by the spatial density of potential destinations, the dependence among their attractiveness levels, and the correlation between supply and demand at different spatial scales.

Predictive models for human mobility have important applications in many fields including traffic control, ubiquitous computing, and contextual advertisement. The predictive performance of models in literature varies quite broadly, from over 90% to under 40%. In this work we study which underlying factors - in terms of modeling approaches and spatio-temporal characteristics of the data sources - have resulted in this remarkably broad span of performance reported in the literature. Specifically we investigate which factors influence the accuracy of next-place prediction, using a high-precision location dataset of more than 400 users observed for periods between 3 months and one year. We show that it is much easier to achieve high accuracy when predicting the time-bin location than when predicting the next place. Moreover, we demonstrate how the temporal and spatial resolution of the data have strong influence on the accuracy of prediction. Finally we reveal that the exploration of new locations is an important factor in human mobility, and we measure that on average 20-25% of transitions are to new places, and approx. 70% of locations are visited only once. We discuss how these mechanisms are important factors limiting our ability to predict human mobility. Keywords: human mobility; next-location prediction; predictability

Information technologies today can inform each of us about the best alternatives for shortest paths from origins to destinations, but they do not contain incentives or alternatives that manage the information efficiently to get collective benefits. To obtain such benefits, we need to have not only good estimates of how the traffic is formed but also to have target strategies to reduce enough vehicles from the best possible roads in a feasible way. The opportunity is that during large events the traffic inconveniences in large cities are unusually high, yet temporary, and the entire population may be more willing to adopt collective recommendations for social good. In this paper, we integrate for the first time big data resources to quantify the impact of events and propose target strategies for collective good at urban scale. In the context of the Olympic Games in Rio de Janeiro, we first predict the expected increase in traffic. To that end, we integrate data from: mobile phones, Airbnb, Waze, and transit information, with game schedules and information of venues. Next, we evaluate the impact of the Olympic Games to the travel of commuters, and propose different route choice scenarios during the peak hours. Moreover, we gather information on the trips that contribute the most to the global congestion and that could be redirected from vehicles to transit. Interestingly, we show that (i) following new route alternatives during the event with individual shortest path can save more collective travel time than keeping the routine routes, uncovering the positive value of information technologies during events; (ii) with only a small proportion of people selected from specific areas switching from driving to public transport, the collective travel time can be reduced to a great extent. Results are presented on-line for the evaluation of the public and policy makers., 10 pages, 5 figures

There is an increasing trend of people leaving digital traces through social media. This reality opens new horizons for urban studies. With this kind of data, researchers and urban planners can detect many aspects of how people live in cities and can also suggest how to transform cities into more efficient and smarter places to live in. In particular, their digital trails can be used to investigate tastes of individuals, and what attracts them to live in a particular city or to spend their vacation there. In this paper we propose an unconventional way to study how people experience the city, using information from geotagged photographs that people take at different locations. We compare the spatial behavior of residents and tourists in 10 most photographed cities all around the world. The study was conducted on both a global and local level. On the global scale we analyze the 10 most photographed cities and measure how attractive each city is for people visiting it from other cities within the same country or from abroad. For the purpose of our analysis we construct the users mobility network and measure the strength of the links between each pair of cities as a level of attraction of people living in one city (i.e., origin) to the other city (i.e., destination). On the local level we study the spatial distribution of user activity and identify the photographed hotspots inside each city. The proposed methodology and the results of our study are a low cost mean to characterize a touristic activity within a certain location and can help in urban organization to strengthen their touristic potential., 17 pages, 10 figures, 6 tables

Can data from mobile phones be used to observe economic shocks and their consequences at multiple scales? Here we present novel methods to detect mass layoffs, identify individuals affected by them and predict changes in aggregate unemployment rates using call detail records (CDRs) from mobile phones. Using the closure of a large manufacturing plant as a case study, we first describe a structural break model to correctly detect the date of a mass layoff and estimate its size. We then use a Bayesian classification model to identify affected individuals by observing changes in calling behaviour following the plant's closure. For these affected individuals, we observe significant declines in social behaviour and mobility following job loss. Using the features identified at the micro level, we show that the same changes in these calling behaviours, aggregated at the regional level, can improve forecasts of macro unemployment rates. These methods and results highlight promise of new data resources to measure microeconomic behaviour and improve estimates of critical economic indicators., National Science Foundation (U.S.). Graduate Research Fellowship

Studies using massive, passively collected data from communication technologies have revealed many ubiquitous aspects of social networks, helping us understand and model social media, information diffusion and organizational dynamics. More recently, these data have come tagged with geographical information, enabling studies of human mobility patterns and the science of cities. We combine these two pursuits and uncover reproducible mobility patterns among social contacts. First, we introduce measures of mobility similarity and predictability and measure them for populations of users in three large urban areas. We find individuals' visitations patterns are far more similar to and predictable by social contacts than strangers and that these measures are positively correlated with tie strength. Unsupervised clustering of hourly variations in mobility similarity identifies three categories of social ties and suggests geography is an important feature to contextualize social relationships. We find that the composition of a user's ego network in terms of the type of contacts they keep is correlated with mobility behaviour. Finally, we extend a popular mobility model to include movement choices based on social contacts and compare its ability to reproduce empirical measurements with two additional models of mobility., National Science Foundation (U.S.). Graduate Research Fellowship Program, King Abdulaziz City of Science and Technology (Saudia Arabia)

The estimation of commuting flows at different spatial scales is a fundamental problem for different areas of study. Many current methods rely on parameters requiring calibration from empirical trip volumes. Their values are often not generalizable to cases without calibration data. To solve this problem we develop a statistical expression to calculate commuting trips with a quantitative functional form to estimate the model parameter when empirical trip data is not available. We calculate commuting trip volumes at scales from within a city to an entire country, introducing a scaling parameter α to the recently proposed parameter free radiation model. The model requires only widely available population and facility density distributions. The parameter can be interpreted as the influence of the region scale and the degree of heterogeneity in the facility distribution. We explore in detail the scaling limitations of this problem, namely under which conditions the proposed model can be applied without trip data for calibration. On the other hand, when empirical trip data is available, we show that the proposed model's estimation accuracy is as good as other existing models. We validated the model in different regions in the U.S., then successfully applied it in three different countries., New England University Transportation Center (Year 23 Grant), Solomon Buchsbaum AT&T Research Fund

Understanding network flows such as commuter traffic in large transportation networks is an ongoing challenge due to the complex nature of the transportation infrastructure and of human mobility. Here we show a first-principles based method for traffic prediction using a cost based generalization of the radiation model for human mobility, coupled with a cost-minimizing algorithm for efficient distribution of the mobility fluxes through the network. Using US census and highway traffic data we show that traffic can efficiently and accurately be computed from a range-limited, network betweenness type calculation. The model based on travel time costs captures the lognormal distribution of the traffic and attains a high Pearson correlation coefficient (0.75) when compared to real traffic. Due to its principled nature, this method can inform many applications related to human mobility driven flows in spatial networks, ranging from transportation, through urban planning to mitigation of the effects of catastrophic events., Comment: 24 pages, 6 figures. A first-principles based traffic prediction model

Particle flows in spatial networks are susceptible to congestion. In this paper, we analyze the phase transitions of these networks to a state of congested transport and the influence of both topology and spatial dynamics on its emergence. We systematically show that the value of the critical loading rate at which congestion emerges is affected by the addition of spatial dynamics, changing the nature of this transition from a continuous to a discontinuous one. Our numerical results are confirmed by introducing an analytical solvable framework. As a case of study, we explore the implications of our findings in the San Francisco road network where we can locate the roads that originate the congested phase. These roads are spatially constrained, and not necessarily those with high betweenness as predicted by models without spatial dynamics., New England University Transportation Center (Year 24 Grant), Solomon Buchsbaum AT&T Research Fund, BMW Group

In this paper, we combine the most complete record of daily mobility, based on large-scale mobile phone data, with detailed Geographic Information System (GIS) data, uncovering previously hidden patterns in urban road usage. We find that the major usage of each road segment can be traced to its own - surprisingly few - driver sources. Based on this finding we propose a network of road usage by defining a bipartite network framework, demonstrating that in contrast to traditional approaches, which define road importance solely by topological measures, the role of a road segment depends on both: its betweeness and its degree in the road usage network. Moreover, our ability to pinpoint the few driver sources contributing to the major traffic flow allows us to create a strategy that achieves a significant reduction of the travel time across the entire road system, compared to a benchmark approach., 47 pages, 24 figures

While there is a large body of work examining the effects of social network structure on innovation adoption, models to date have lacked considerations of real geography or mass media. In this article, we show these features are crucial to making more accurate predictions of a social contagion and technology adoption at a city-to-city scale. Using data from the adoption of the popular micro-blogging platform, Twitter, we present a model of adoption on a network that places friendships in real geographic space and exposes individuals to mass media influence. We show that homophily both among individuals with similar propensities to adopt a technology and geographic location is critical to reproducing features of real spatiotemporal adoption. Furthermore, we estimate that mass media was responsible for increasing Twitter's user base two to four fold. To reflect this strength, we extend traditional contagion models to include an endogenous mass media agent that responds to those adopting an innovation as well as influencing agents to adopt themselves., National Science Foundation (U.S.) (Graduate Research Fellowship), NEC Corporation Fund for Research in Computers and Communications, Solomon Buchsbaum AT&T Research Fund

Introduced in its contemporary form in 1946 (ref. 1), but with roots that go back to the eighteenth century2, the gravity law1, 3, 4 is the prevailing framework with which to predict population movement3, 5, 6, cargo shipping volume7 and inter-city phone calls8, 9, as well as bilateral trade flows between nations10. Despite its widespread use, it relies on adjustable parameters that vary from region to region and suffers from known analytic inconsistencies. Here we introduce a stochastic process capturing local mobility decisions that helps us analytically derive commuting and mobility fluxes that require as input only information on the population distribution. The resulting radiation model predicts mobility patterns in good agreement with mobility and transport patterns observed in a wide range of phenomena, from long-term migration patterns to communication volume between different regions. Given its parameter-free nature, the model can be applied in areas where we lack previous mobility measurements, significantly improving the predictive accuracy of most of the phenomena affected by mobility and transport processes11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23., U.S. Army Research Laboratory (Agreement Number W911NF-09-2-0053), United States. Office of Naval Research (Agreement N000141010968), U.S. Army Research Laboratory (Agreement W911NF-09-2-0053), James S. McDonnell Foundation (21st Century Initiative in Studying Complex Systems), United States. Defense Threat Reduction Agency (Award BRBAA08-Per4-C-2-0033), United States. Defense Threat Reduction Agency (Award WMD BRBAA07-J-2-0035)

Social groups are fundamental building blocks of human societies. While our social interactions have always been constrained by geography, it has been impossible, due to practical difficulties, to evaluate the nature of this restriction on social group structure. We construct a social network of individuals whose most frequent geographical locations are also known. We also classify the individuals into groups according to a community detection algorithm. We study the variation of geographical span for social groups of varying sizes, and explore the relationship between topological positions and geographic positions of their members. We find that small social groups are geographically very tight, but become much more clumped when the group size exceeds about 30 members. Also, we find no correlation between the topological positions and geographic positions of individuals within network communities. These results suggest that spreading processes face distinct structural and spatial constraints., National Institute on Aging (grant P01 AG-031093), United States. Office of Naval Research (grant ONR N000141010968), Network Science Collaborative Technology Alliance (grant ARL NS-CTA W911NF-09-2-0053), United States. Defense Threat Reduction Agency (grant DTRA BRBAA08-Per4-C-2-0033), United States. Defense Threat Reduction Agency (grant DTRA WMD BRBAA07-J-2-0035), National Science Foundation (U.S.) (grant NSF BCS-0826958), James S. McDonnell Foundation (grant JSMF 220020084)