This study presents a novel small-area estimation framework to enhance urban transportation planning through detailed characterization of travel behavior. Our approach improves on the four-step travel model by employing publicly available microdata files and machine learning methods to predict travel behavior for a representative, synthetic population at small geographic areas. This approach enables high-resolution estimation of trip generation, trip distribution, mode choice, and route assignment. Validation using ACS/PUMS work-commute datasets demonstrates that our framework achieves higher accuracy compared to conventional approaches. The resulting granular insights enable the tailoring of interventions to address localized situations and support a range of policy applications and targeted interventions, including the optimal placement of micro-fulfillment centers, effective curb-space management, and the design of more inclusive transportation solutions particularly for vulnerable communities.

We explore the geospatial reasoning capabilities of Large Language Models (LLMs), specifically, whether LLMs can read road network maps and perform navigation. Using road network as context, our prompting framework enables LLMs to generate valid paths without accessing any external navigation tools. Experiments show that LLMs outperform off-the-shelf baselines and specialized trajectory recovery models, with strong zero-shot generalization. Fine-grained analysis shows that LLMs have strong comprehension of the road network and coordinate systems, but also pose systematic biases with respect to regions and transportation modes. Finally, we demonstrate how LLMs can enhance navigation experiences by reasoning over maps in flexible ways to incorporate user preferences. Large Language Models (LLMs) are increasingly recognized as general-purpose systems, showing strong performance across domains ranging from mathematics and coding to vision and robotics. An emerging yet underex-plored question is whether these models possess geospa-tial understanding, the ability to reason about maps, paths, and spatial relationships. Such capabilities are fundamental to many real-world applications, e.g., autonomous vehicle navigation, logistics, and urban planning. While prior work has studied LLMs in contexts such as geographic knowledge retrieval (Manvi et al., 2024a;b) and map-based multiple-choice question answering (Dihan et al., 2025), the ability of LLMs to read road networks and plan paths has not been systematically evaluated. We investigate whether LLMs can perform navigation through the trajectory recovery task: reconstructing masked segments of GPS traces from the road network context, to bypass the restriction of relying on shortest path-type of ground truth which may not reflect human navigation pattern in practice (Golledge, 1995; Duckham & Kulik, 2003). Our dataset is framed in away that is harder than the traditional point-wise trajectory recovery task (Newson & Krumm, 2009; Song et al., 2017; Si et al., 2024), and closer to the higher-level navigation problem.

To understand the system-level interactions between the entities in Carbon Capture, Utilization, and Storage (CCUS), an agent-based foundational modeling tool, CCUS-Agent, is developed for a large-scale study of transportation flows and infrastructure in the United States. Key features of the tool include (i) modular design, (ii) multiple transportation modes, (iii) capabilities for extension, and (iv) testing against various system components and networks of small and large sizes. Five matching algorithms for CO2 supply agents (e.g., powerplants and industrial facilities) and demand agents (e.g., storage and utilization sites) are explored: Most Profitable First Year (MPFY), Most Profitable All Years (MPAY), Shortest Total Distance First Year (SDFY), Shortest Total Distance All Years (SDAY), and Shortest distance to long-haul transport All Years (ACAY). Before matching, the supply agent, demand agent, and route must be available, and the connection must be profitable. A profitable connection means the supply agent portion of revenue from the 45Q tax credit must cover the supply agent costs and all transportation costs, while the demand agent revenue portion must cover all demand agent costs. A case study employing over 5,500 supply and demand agents and multimodal CCUS transportation infrastructure in the contiguous United States is conducted. The results suggest that it is possible to capture over 9 billion tonnes (GT) of CO2 from 2025 to 2043, which will increase significantly to 22 GT if the capture costs are reduced by 40%. The MPFY and SDFY algorithms capture more CO2 earlier in the time horizon, while the MPAY and SDAY algorithms capture more later in the time horizon.

As the populations continue to age across many nations, ensuring accessible and efficient transportation options for older adults has become an increasingly important concern. Autonomous Mobility-on-Demand (AMoD) systems have emerged as a potential solution to address the needs faced by older adults in their daily mobility. However, estimation of older adult mobility needs, and how they vary over space and time, is crucial for effective planning and implementation of such service, and conventional four-step approaches lack the granularity to fully account for these needs. To address this challenge, we propose an agent-based model of older adults mobility demand in Winnipeg, Canada. The model is built for 2022 using primarily open data, and is implemented in the Multi-Agent Transport Simulation (MATSim) toolkit. After calibration to accurately reproduce observed travel behaviors, a new AMoD service is tested in simulation and its potential adoption among Winnipeg older adults is explored. The model can help policy makers to estimate the needs of the elderly populations for door-to-door transportation and can guide the design of AMoD transport systems.

With the rapid development of location based services, multimodal spatio-temporal (ST) data including trajectories, transportation modes, traffic flow and social check-ins are being collected for deep learning based methods. These deep learning based methods learn ST correlations to support the downstream tasks in the fields such as smart mobility, smart city and other intelligent transportation systems. Despite their effectiveness, ST data fusion and forecasting methods face practical challenges in real-world scenarios. First, forecasting performance for ST data-insufficient area is inferior, making it necessary to transfer meta knowledge from heterogeneous area to enhance the sparse representations. Second, it is nontrivial to accurately forecast in multi-transportation-mode scenarios due to the fine-grained ST features of similar transportation modes, making it necessary to distinguish and measure the ST correlations to alleviate the influence caused by entangled ST features. At last, partial data modalities (e.g., transportation mode) are lost due to privacy or technical issues in certain scenarios, making it necessary to effectively fuse the multimodal sparse ST features and enrich the ST representations. To tackle these challenges, our research work aim to develop effective fusion and forecasting methods for multimodal ST data in smart mobility scenario. In this paper, we will introduce our recent works that investigates the challenges in terms of various real-world applications and establish the open challenges in this field for future work.

This work presents the solution of the Signal Sleuths team for the 2024 SHL recognition challenge. The challenge involves detecting transportation modes using shuffled, non-overlapping 5-second windows of phone movement data, with exactly one of the three available modalities (accelerometer, gyroscope, magnetometer) randomly missing. Data analysis indicated a significant distribution shift between train and validation data, necessitating a magnitude and rotation-invariant approach. We utilize traditional machine learning, focusing on robust processing, feature extraction, and rotation-invariant aggregation. An ablation study showed that relying solely on the frequently used signal magnitude vector results in the poorest performance. Conversely, our proposed rotation-invariant aggregation demonstrated substantial improvement over using rotation-aware features, while also reducing the feature vector length. Moreover, z-normalization proved crucial for creating robust spectral features.

This study develops FusionTransNet, a framework designed for Origin-Destination (OD) flow predictions within smart and multimodal urban transportation systems. Urban transportation complexity arises from the spatiotemporal interactions among various traffic modes. Motivated by analyzing multimodal data from Shenzhen, a framework that can dissect complicated spatiotemporal interactions between these modes, from the microscopic local level to the macroscopic city-wide perspective, is essential. The framework contains three core components: the Intra-modal Learning Module, the Inter-modal Learning Module, and the Prediction Decoder. The Intra-modal Learning Module is designed to analyze spatial dependencies within individual transportation modes, facilitating a granular understanding of single-mode spatiotemporal dynamics. The Inter-modal Learning Module extends this analysis, integrating data across different modes to uncover cross-modal interdependencies, by breaking down the interactions at both local and global scales. Finally, the Prediction Decoder synthesizes insights from the preceding modules to generate accurate OD flow predictions, translating complex multimodal interactions into forecasts. Empirical evaluations conducted in metropolitan contexts, including Shenzhen and New York, demonstrate FusionTransNet's superior predictive accuracy compared to existing state-of-the-art methods. The implication of this study extends beyond urban transportation, as the method for transferring information across different spatiotemporal graphs at both local and global scales can be instrumental in other spatial systems, such as supply chain logistics and epidemics spreading.

Transportation mode recognition (TMR) is a critical component of human activity recognition (HAR) that focuses on understanding and identifying how people move within transportation systems. It is commonly based on leveraging inertial, location, or both types of signals, captured by modern smartphone devices. Each type has benefits (such as increased effectiveness) and drawbacks (such as increased battery consumption) depending on the transportation mode (TM). Combining the two types is challenging as they exhibit significant differences such as very different sampling rates. This paper focuses on the TMR task and proposes an approach for combining the two types of signals in an effective and robust classifier. Our network includes two sub-networks for processing acceleration and location signals separately, using different window sizes for each signal. The two sub-networks are designed to also embed the two types of signals into the same space so that we can then apply an attention-based multiple-instance learning classifier to recognize TM. We use very low sampling rates for both signal types to reduce battery consumption. We evaluate the proposed methodology on a publicly available dataset and compare against other well known algorithms.

Identifying travelers' transportation modes is important in transportation science and location-based services. It's appealing for researchers to leverage GPS trajectory data to infer transportation modes with the popularity of GPS-enabled devices, e.g., smart phones. Existing studies frame this problem as classification task. The dominant two-stage studies divide the trip into single-one mode segments first and then categorize these segments. The over segmentation strategy and inevitable error propagation bring difficulties to classification stage and make optimizing the whole system hard. The recent one-stage works throw out trajectory segmentation entirely to avoid these by directly conducting point-wise classification for the trip, whereas leaving predictions dis-continuous. To solve above-mentioned problems, inspired by YOLO and SSD in object detection, we propose to reframe change point detection and segment classification as a unified regression task instead of the existing classification task. We directly regress coordinates of change points and classify associated segments. In this way, our method divides the trip into segments under a supervised manner and leverage more contextual information, obtaining predictions with high accuracy and continuity. Two frameworks, TrajYOLO and TrajSSD, are proposed to solve the regression task and various feature extraction backbones are exploited. Exhaustive experiments on GeoLife dataset show that the proposed method has competitive overall identification accuracy of 0.853 when distinguishing five modes: walk, bike, bus, car, train. As for change point detection, our method increases precision at the cost of drop in recall. All codes are available at https://github.com/RadetzkyLi/TrajYOLO-SSD.

The widespread utilization of smartphones has provided extensive availability to Inertial Measurement Units, providing a wide range of sensory data that can be advantageous for the detection of transportation modes. The objective of this study is to propose a novel end-to-end approach to effectively explore a reduced amount of sensory data collected from a smartphone to achieve accurate mode detection in common daily traveling activities. Our approach, called Feature Pyramid biLSTM (FPbiLSTM), is characterized by its ability to reduce the number of sensors required and processing demands, resulting in a more efficient modeling process without sacrificing the quality of the outcomes than the other current models. FPbiLSTM extends an existing CNN biLSTM model with the Feature Pyramid Network, leveraging the advantages of both shallow layer richness and deeper layer feature resilience for capturing temporal moving patterns in various transportation modes. It exhibits an excellent performance by employing the data collected from only three out of seven sensors, i.e. accelerometers, gyroscopes, and magnetometers, in the 2018 Sussex-Huawei Locomotion (SHL) challenge dataset, attaining a noteworthy accuracy of 95.1% and an F1-score of 94.7% in detecting eight different transportation modes.