This paper presents MobQA, a benchmark dataset designed to evaluate the semantic understanding capabilities of large language models (LLMs) for human mobility data through natural language question answering. While existing models excel at predicting human movement patterns, it remains unobvious how much they can interpret the underlying reasons or semantic meaning of those patterns. MobQA provides a comprehensive evaluation framework for LLMs to answer questions about diverse human GPS trajectories spanning daily to weekly granularities. It comprises 5,800 high-quality question-answer pairs across three complementary question types: factual retrieval (precise data extraction), multiple-choice reasoning (semantic inference), and free-form explanation (interpretive description), which all require spatial, temporal, and semantic reasoning. Our evaluation of major LLMs reveals strong performance on factual retrieval but significant limitations in semantic reasoning and explanation question answering, with trajectory length substantially impacting model effectiveness. These findings demonstrate the achievements and limitations of state-of-the-art LLMs for semantic mobility understanding.\footnote{MobQA dataset is available at https://github.com/CyberAgentAILab/mobqa.}

The transport sector accounts for about 20% of German CO2 emissions, with commuter traffic contributing a significant part. Particularly in rural areas, where public transport is inconvenient to use, private cars are a common choice for commuting and most commuters travel alone in their cars. Consolidation of some of these trips has the potential to decrease CO2 emissions and could be achieved, e.g., by offering ridesharing (commuters with similar origin-destination pairs share a car) or ridepooling (commuters are picked up by shuttle services). In this study, we present a framework to assess the potential of introducing new mobility modes like ridesharing and ridepooling for commuting towards several locations in close vicinity to each other. We test our framework on the case of student mobility to the University of Würzburg, a university with several campus locations and a big and rather rural catchment area, where existing public transport options are inconvenient and many students commute by car. We combine data on student home addresses and campus visitation times to create demand scenarios. In our case study, we compare the mobility modes of ridesharing and ridepooling to the base case, where students travel by car on their own. We find that ridesharing has the potential to greatly reduce emissions, depending on the percentage of students willing to use the service and their willingness to walk to the departure location. The benefit of ridepooling is less clear, materializing only if the shuttle vehicles are more energy efficient than the student cars.

Mobility is a central issue in the transition to a more sustainable lifestyle. The average daily distance traveled by the French population has increased considerably, from 5 km on average in the 1950s to 45 km on average in 2011 [58], as has the number of personal cars (11,860 million cars in 1970 [7] compared to 38,3 million in 2021 [15, 28]). For example in Toulouse, cars concentrate 74% of the distances traveled by the inhabitants and contribute up to 88% to GHG emissions [25]. The evolution of mobility is therefore an essential question, both for the global climate crisis and for public health: negative impact of a sedentary lifestyle [9], road accidents, air and sound pollution [44]. Indeed, 40000 deaths per year are attributable to exposure to fine particles (PM2.5) and 7000 deaths per year attributable to exposure to nitrogen dioxide (NO2), i.e. 7% and 1% of the total annual mortality [38]; the 2-month lockdown of spring 2020 in France saved 2300 deaths by reducing exposure to particles, and 1200 more deaths by reducing exposure to nitrogen dioxide [38].

This report presents results from an M1 internship dedicated to agent-based modelling and simulation of daily mobility choices. This simulation is intended to be realistic enough to serve as a basis for a serious game about the mobility transition. In order to ensure this level of realism, we conducted a survey to measure if real mobility choices are made rationally, or how biased they are. Results analysed here show that various biases could play a role in decisions. We then propose an implementation in a GAMA agent-based simulation.

In recent decades, the average daily distance traveled by the French population has increased considerably (from 5 km on average in the 1950s to 45 km on average in 2011 [33]), as has the number of personal cars (11,860 million cars in 1970 [5] compared to 38,3 million in 2021 [9, 19]). For example in Toulouse, cars concentrate 74% of the distances traveled by the inhabitants and contribute up to 88% to GHG emissions [30]. The evolution of mobility is therefore an essential question, in the context of the climate crisis but also in terms of public health: the negative impact of a sedentary lifestyle [6], road accidents, air pollution and sound pollution [28]. Indeed, 40000 deaths per year are attributable to exposure to fine particles (PM2.5) and 7000 deaths per year attributable to exposure to nitrogen dioxide (NO2), i.e. 7% and 1% of the total annual mortality [16]; this report also concludes that the 2-month lockdown of spring 2020 in France made it possible to avoid 2300 deaths by reducing exposure to particles, and 1200 more deaths by reducing exposure to nitrogen dioxide. This shows that public policies and individual behaviour changes (modal shift towards cycling, more extensive teleworking) can have an impact on public health.

Autonomous bicycles have recently been proposed as a new and more efficient approach to bicycle-sharing systems (BSS), but the corresponding environmental implications remain unresearched. Conducting environmental impact assessments at an early technological stage is critical to influencing the design and, ultimately, environmental impacts of a system. Consequently, this paper aims to assess the environmental impact of autonomous shared bikes compared with current station-based and dockless systems under different sets of modeling hypotheses and mode-shift scenarios. The results indicate that autonomy could reduce the environmental impact per passenger kilometer traveled of current station-based and dockless BSS by 33.1 % and 58.0 %. The sensitivity analysis shows that the environmental impact of autonomous shared bicycles will mainly depend on vehicle usage rates and the need for infrastructure. Finally, this study highlights the importance of targeting the mode replacement from more polluting modes, especially as traditional mobility modes decarbonize and become more efficient.

We utilize Wi-Fi communications from smartphones to predict their mobility mode, i.e. walking, biking and driving. Wi-Fi sensors were deployed at four strategic locations in a closed loop on streets in downtown Toronto. Deep neural network (Multilayer Perceptron) along with three decision tree based classifiers (Decision Tree, Bagged Decision Tree and Random Forest) are developed. Results show that the best prediction accuracy is achieved by Multilayer Perceptron, with 86.52% correct predictions of mobility modes.