Recent mobility scaling research, using new data sources, often relies on aggregated data alone. Hence, these studies face difficulties characterizing the influence of factors such as transportation mode on mobility patterns. This paper attempts to complement this research by looking at a category-rich mobility data set. In order to shed light on the impact of categories, as a case study, we use conventionally collected German mobility data. In contrast to check-in'-based data, our results are not biased by Euclidean distance approximations. In our analysis, we show that aggregation can hide crucial differences between trip length distributions, when subdivided by categories. For example, we see that on an urban scale (0 to 15 km), walking, versus driving, exhibits a highly different scaling exponent, thus universality class. Moreover, mode share and trip length are responsive to day-of-week and time-of-day. For example, in Germany, although driving is relatively less frequent on Sundays than on Wednesdays, trips seem to be longer. In addition, our work may shed new light on the debate between distance-based and intervening-opportunity mechanisms affecting mobility patterns, since mode may be chosen both according to trip length and urban form.
First, these check-in sources do not usually contain very much ancillary categorical information about a trip such as mode, weather, purpose, number of passengers, etc. Thus, if one wants to know the effect of external factors, one may be limited by resources to determine all of them accurately @cite_13 .
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1850984366 2070420170 2068143054 2002313219
The discovery of causal relationships from purely observational data is a fundamental problem in science. The most elementary form of such a causal discovery problem is to decide whether X causes Y or, alternatively, Y causes X, given joint observations of two variables X,Y. An example is to decide whether altitude causes temperature, or vice versa, given only joint measurements of both variables. Even under the simplifying assumptions of no confounding, no feedback loops, and no selection bias, such bivariate causal discovery problems are challenging. Nevertheless, several approaches for addressing those problems have been proposed in recent years. We review two families of such methods: methods based on Additive Noise Models (ANMs) and Information Geometric Causal Inference (IGCI). We present the benchmark CAUSEEFFECTPAIRS that consists of data for 100 different causee ffect pairs selected from 37 data sets from various domains (e.g., meteorology, biology, medicine, engineering, economy, etc.) and motivate our decisions regarding the "ground truth" causal directions of all pairs. We evaluate the performance of several bivariate causal discovery methods on these real-world benchmark data and in addition on artificially simulated data. Our empirical results on real-world data indicate that certain methods are indeed able to distinguish cause from effect using only purely observational data, although more benchmark data would be needed to obtain statistically significant conclusions. One of the best performing methods overall is the method based on Additive Noise Models that has originally been proposed by (2009), which obtains an accuracy of 63 ± 10 and an AUC of 0.74 ± 0.05 on the real-world benchmark. As the main theoretical contribution of this work we prove the consistency of that method. We evaluate a mobile application that assesses driving behavior based on in-vehicle acceleration measurements and gives corresponding feedback to drivers. In the insurance business, such applications have recently gained traction as a viable alternative to the monitoring of drivers via "black boxes" installed in vehicles, which lacks interaction opportunities and is perceived as privacy intrusive by policyholders. However, pose uncertainty and other noise-inducing factors make smartphones potentially less reliable as sensor platforms. We therefore compare critical driving events generated by a smartphone with reference measurements from a vehicle-fixed IMU in a controlled field study. The study was designed to capture driver variability under real-world conditions, while minimizing the influence of external factors. We find that the mobile measurements tend to overestimate critical driving events, possibly due to deviation from the calibrated initial device pose. While weather and daytime do not appear to influence event counts, road type is a significant factor that is not considered in most current state-of-the-art implementations. We consider a new problem in multiterminal source coding motivated by the following decentralized communication estimation task. A firm's Chief Executive Officer (CEO) is interested in the data sequence X(t) sub t=1 sup spl infin which cannot be observed directly, perhaps because it represents tactical decisions by a competing firm. The CEO deploys a team of L agents who observe independently corrupted versions of X(t) sub t=1 sup spl infin . Because X(t) is only one among many pressing matters to which the CEO must attend, the combined data rate at which the agents may communicate information about their observations to the CEO is limited to, say, R bits per second. If the agents were permitted to confer and pool their data, then in the limit as L spl rarr spl infin they usually would be able to smooth out their independent observation noises entirely. Then they could use their R bits per second to provide the CEO with a representation of X(t) with fidelity D(R), where D( spl middot ) is the distortion-rate function of X(t) . In particular, with such data pooling D can be made arbitrarily small if R exceeds the entropy rate H of X(t) . Suppose, however, that the agents are not permitted to convene, Agent i having to send data based solely on his own noisy observations Y sub i (t) . We show that then there does not exist a finite value of R for which even infinitely many agents can make D arbitrarily small. Furthermore, in this isolated-agents case we determine the asymptotic behavior of the minimal error frequency in the limit as L and then R tend to infinity. Passive global positioning system (GPS) travel survey has proven an innovative alternative to the traditional paper-and-pencil method, as it can record exact time and location of travel activities without incurring much burden on survey respondents. Lying in the core of this technique is how to derive accurate travel information (e.g., trip purpose) from GPS data. Previous studies rely on simple rules that are manually extracted from the inherent structure of GPS data streams. These methods, however, are difficult to generalize for other applications and lack helpful hints for new research. This paper presents a machine learning approach to deriving trip purpose from GPS track data coupled with other relevant data sources. This approach employs a number of attributes (i.e., time stamp and land-use type of trip ends, a set of spatiotemporal indices of travel, and demographic and socioeconomic characteristics of respondents) to construct a decision tree for purpose of classification. Each attribute provides partial evidence to the depiction of a given purpose, but this depiction may or may not be monotonic, and none of them can work alone toward the goal. A reasoning procedure using the adaptive boosting technique was designed to explore how these attributes could work together to achieve trip purpose derivation. This technique generated multiple decision trees to improve the classification results through a mechanism of voting from these trees. Each tree was constructed in the depth-first fashion with the root node and the split of subsequent nodes being determined on the basis of the gain-ratio computed for the relevant attributes. This procedure was implemented in the C5.0 machine learning environment with 226 GPS trip records collected from 36 respondents. The experimental results seemed rather promising: using 10 iterations for adaptive boosting, an overall classification accuracy of 87.6 was achieved.