Daily Papers

Large language models have transformed many applications but remain expensive to train. Sparse Mixture of Experts (MoE) addresses this through conditional computation, with Expert Parallel (EP) as the standard distributed training method. However, EP has three limitations: communication cost grows linearly with the number of activated experts k, load imbalance affects latency and memory usage, and data-dependent communication requires metadata exchange. We propose Multi-Head LatentMoE and Head Parallel (HP), a new architecture and parallelism achieving O(1) communication cost regardless of k, completely balanced traffic, and deterministic communication, all while remaining compatible with EP. To accelerate Multi-Head LatentMoE, we propose IO-aware routing and expert computation. Compared to MoE with EP, Multi-Head LatentMoE with HP trains up to 1.61times faster while having identical performance. With doubled granularity, it achieves higher overall performance while still being 1.11times faster. Our method makes multi-billion-parameter foundation model research more accessible.

In addition to enhancing traffic safety and facilitating prompt emergency response, traffic incident detection plays an indispensable role in intelligent transportation systems by providing real-time traffic status information. This enables the realization of intelligent traffic control and management. Previous research has identified that apart from employing advanced algorithmic models, the effectiveness of detection is also significantly influenced by challenges related to acquiring large datasets and addressing dataset imbalances. A hybrid model combining transformer and generative adversarial networks (GANs) is proposed to address these challenges. Experiments are conducted on four real datasets to validate the superiority of the transformer in traffic incident detection. Additionally, GANs are utilized to expand the dataset and achieve a balanced ratio of 1:4, 2:3, and 1:1. The proposed model is evaluated against the baseline model. The results demonstrate that the proposed model enhances the dataset size, balances the dataset, and improves the performance of traffic incident detection in various aspects.

Large language models (LLMs) are increasingly deployed through hosted APIs, making model extraction a practical threat to model ownership and service security. However, individual extraction queries often resemble benign requests, and existing evaluations often focus on single-query anomaly scoring or pure benign-versus-attacker user settings. We formulate model extraction monitoring as benign-calibrated traffic-window distribution testing and show that an embarrassingly simple detector is effective: embed incoming queries into a semantic space and test whether their aggregate distribution deviates from historical benign traffic. We instantiate the detector with maximum mean discrepancy (MMD), using only benign-vs-benign comparisons to set the decision threshold. We evaluate on fourteen attacker-normal query pairs from four extraction scenarios and compare with adapted PRADA, SEAT, CAP, DATE, and marginal Mahalanobis baselines. Across three random seeds, MMD achieves 0.3% benign FPR, 100.0% pure-attacker TPR, 90.5% average TPR over attacker fractions, and 95.1% balanced accuracy. These results show that benign-calibrated distribution testing is a strong empirical baseline for model extraction detection in both user-level and mixed multi-user LLM API traffic. Code is released at: https://github.com/LabRAI/mmd-llm-mea-detection.

Free-flow road networks, such as suburban highways, are increasingly experiencing traffic congestion due to growing commuter inflow and limited infrastructure. Traditional control mechanisms, such as traffic signals or local heuristics, are ineffective or infeasible in these high-speed, signal-free environments. We introduce self-regulating cars, a reinforcement learning-based traffic control protocol that dynamically modulates vehicle speeds to optimize throughput and prevent congestion, without requiring new physical infrastructure. Our approach integrates classical traffic flow theory, gap acceptance models, and microscopic simulation into a physics-informed RL framework. By abstracting roads into super-segments, the agent captures emergent flow dynamics and learns robust speed modulation policies from instantaneous traffic observations. Evaluated in the high-fidelity PTV Vissim simulator on a real-world highway network, our method improves total throughput by 5%, reduces average delay by 13%, and decreases total stops by 3% compared to the no-control setting. It also achieves smoother, congestion-resistant flow while generalizing across varied traffic patterns, demonstrating its potential for scalable, ML-driven traffic management.

Heterogeneous LLM serving stacks split scheduling into two layers that optimize in isolation: model routers pick a model from quality and cost signals while ignoring instance load, and serving load balancers optimize queues while ignoring quality. We present RouteBalance, a serving-aware scheduling layer that fuses both into a single online assignment over concrete model instances, jointly trading off quality, latency, and cost. A batched in-process predictor stack and dead-reckoned instance state keep the joint decision cheap on the request hot path (approx32 ms at 12 req/s). On a 13-instance, 28-GPU heterogeneous cluster serving four model sizes, a single deployed RouteBalance stack traces the upper region of the three-way quality-cost-throughput frontier. Sweeping one weight vector reaches both the highest routing-decision quality (DeepEval 0.419, +0.013 over the strongest baseline, 95% CI [{+}0.005,{+}0.022]; the ordering holds when a second judge re-scores the actually served text) and, at its cost-priority corner, per-request cost that ties the cheapest baseline. With router engineering equalized against concurrent-scoring baseline variants we build, its balanced preset serves at 2.8 s and 30 req/s, leading 2.6 to 4.1times ahead of enhanced BEST-Route at high load. (Deploying those routers as published, one serial scoring call per request, makes them collapse 23times under load, a deployment-architecture effect we isolate separately, not the routing result.) A four-arm isolation shows the benefit follows from pricing latency at model-selection time; the learned predictors contribute calibration and SLO headroom rather than the headline frontier. Code: https://github.com/AKafakA/route-balance

Stop-and-go waves pose a persistent challenge in traffic flow theory, significantly compromising highway safety, operational efficiency, and environmental sustainability. This paper mathematically derives an optimal cooperative driving policy based on the premise that connected vehicles can cooperate and assume distinct roles. In doing so, we depart from the classical assumption of uniform vehicular behavior. Through a rigorous optimization formulation constrained by linear stability conditions, it is analytically proved that the traffic system's throughput is globally maximized when a single designated "buffer" vehicle maintains an enlarged headway to absorb perturbations, enabling the remaining vehicles to form a tightly spaced, high-capacity platoon. This analytically derived optimum is confirmed via numerical spectral analysis and stability-constrained flow optimization using the Intelligent Driver Model and the Full Velocity Difference Model. The results demonstrate that this non-uniform cooperative buffering strategy yields dual benefits. It radically expands the string-stable parameter space to actively dissipate SGWs, while simultaneously achieving significantly higher traffic flow compared to both unbuffered traffic and non-cooperative Jam-Absorption Driving strategies.

For Mixture-of-Experts (MoE) models, an unbalanced expert load will lead to routing collapse or increased computational overhead. Existing methods commonly employ an auxiliary loss to encourage load balance, but a large auxiliary loss will introduce non-negligible interference gradients into training and thus impair the model performance. In order to control load balance while not producing undesired gradients during training, we propose Loss-Free Balancing, featured by an auxiliary-loss-free load balancing strategy. To be specific, before the top-K routing decision, Loss-Free Balancing will first apply an expert-wise bias to the routing scores of each expert. By dynamically updating the bias of each expert according to its recent load, Loss-Free Balancing can consistently maintain a balanced distribution of expert load. In addition, since Loss-Free Balancing does not produce any interference gradients, it also elevates the upper bound of model performance gained from MoE training. We validate the performance of Loss-Free Balancing on MoE models with up to 3B parameters trained on up to 200B tokens. Experimental results show that Loss-Free Balancing achieves both better performance and better load balance compared with traditional auxiliary-loss-controlled load balancing strategies.

Congestion in traffic is an unavoidable circumstance in many cities in India and other countries. It is an issue of major concern. The steep rise in the number of automobiles on the roads followed by old infrastructure, accidents, pedestrian traffic, and traffic rule violations all add to challenging traffic conditions. Given these poor conditions of traffic, there is a critical need for automatically detecting and signaling systems. There are already various technologies that are used for traffic management and signaling systems like video analysis, infrared sensors, and wireless sensors. The main issue with these methods is they are very costly and high maintenance is required. In this paper, we have proposed a three-phase system that can guide emergency vehicles and manage traffic based on the degree of congestion. In the first phase, the system processes the captured images and calculates the Index value which is used to discover the degree of congestion. The Index value of a particular road depends on its width and the length up to which the camera captures images of that road. We have to take input for the parameters (length and width) while setting up the system. In the second phase, the system checks whether there are any emergency vehicles present or not in any lane. In the third phase, the whole processing and decision-making part is performed at the edge server. The proposed model is robust and it takes into consideration adverse weather conditions such as hazy, foggy, and windy. It works very efficiently in low light conditions also. The edge server is a strategically placed server that provides us with low latency and better connectivity. Using Edge technology in this traffic management system reduces the strain on cloud servers and the system becomes more reliable in real-time because the latency and bandwidth get reduced due to processing at the intermediate edge server.

Several studies have employed reinforcement learning (RL) to address the challenges of regional adaptive traffic signal control (ATSC) and achieved promising results. In this field, existing research predominantly adopts multi-agent frameworks. However, the adoption of multi-agent frameworks presents challenges for scalability. Instead, the Traffic signal control (TSC) problem necessitates a single-agent framework. TSC inherently relies on centralized management by a single control center, which can monitor traffic conditions across all roads in the study area and coordinate the control of all intersections. This work proposes a single-agent RL-based regional ATSC model compatible with probe vehicle technology. Key components of the RL design include state, action, and reward function definitions. To facilitate learning and manage congestion, both state and reward functions are defined based on queue length, with action designed to regulate queue dynamics. The queue length definition used in this study differs slightly from conventional definitions but is closely correlated with congestion states. More importantly, it allows for reliable estimation using link travel time data from probe vehicles. With probe vehicle data already covering most urban roads, this feature enhances the proposed method's potential for widespread deployment. The method was comprehensively evaluated using the SUMO simulation platform. Experimental results demonstrate that the proposed model effectively mitigates large-scale regional congestion levels via coordinated multi-intersection control.

Road unevenness significantly impacts the safety and comfort of various traffic participants, especially vulnerable road users such as cyclists and wheelchair users. This paper introduces StreetSurfaceVis, a novel dataset comprising 9,122 street-level images collected from a crowdsourcing platform and manually annotated by road surface type and quality. The dataset is intended to train models for comprehensive surface assessments of road networks. Existing open datasets are constrained by limited geospatial coverage and camera setups, typically excluding cycleways and footways. By crafting a heterogeneous dataset, we aim to fill this gap and enable robust models that maintain high accuracy across diverse image sources. However, the frequency distribution of road surface types and qualities is highly imbalanced. We address the challenge of ensuring sufficient images per class while reducing manual annotation by proposing a sampling strategy that incorporates various external label prediction resources. More precisely, we estimate the impact of (1) enriching the image data with OpenStreetMap tags, (2) iterative training and application of a custom surface type classification model, (3) amplifying underrepresented classes through prompt-based classification with GPT-4o or similarity search using image embeddings. We show that utilizing a combination of these strategies effectively reduces manual annotation workload while ensuring sufficient class representation.

This paper proposes a novel framework to predict traffic flows' bandwidth ahead of time. Modern network management systems share a common issue: the network situation evolves between the moment the decision is made and the moment when actions (countermeasures) are applied. This framework converts packets from real-life traffic into flows containing relevant features. Machine learning models, including Decision Tree, Random Forest, XGBoost, and Deep Neural Network, are trained on these data to predict the bandwidth at the next time instance for every flow. Predictions can be fed to the management system instead of current flows bandwidth in order to take decisions on a more accurate network state. Experiments were performed on 981,774 flows and 15 different time windows (from 0.03s to 4s). They show that the Random Forest is the best performing and most reliable model, with a predictive performance consistently better than relying on the current bandwidth (+19.73% in mean absolute error and +18.00% in root mean square error). Experimental results indicate that this framework can help network management systems to take more informed decisions using a predicted network state.

Traffic light control is important for reducing congestion in urban mobility systems. This paper proposes a real-time traffic light control method using deep Q learning. Our approach incorporates a reward function considering queue lengths, delays, travel time, and throughput. The model dynamically decides phase changes based on current traffic conditions. The training of the deep Q network involves an offline stage from pre-generated data with fixed schedules and an online stage using real-time traffic data. A deep Q network structure with a "phase gate" component is used to simplify the model's learning task under different phases. A "memory palace" mechanism is used to address sample imbalance during the training process. We validate our approach using both synthetic and real-world traffic flow data on a road intersecting in Hangzhou, China. Results demonstrate significant performance improvements of the proposed method in reducing vehicle waiting time (57.1% to 100%), queue lengths (40.9% to 100%), and total travel time (16.8% to 68.0%) compared to traditional fixed signal plans.

Ad-load balancing is a critical challenge in online advertising systems, particularly in the context of social media platforms, where the goal is to maximize user engagement and revenue while maintaining a satisfactory user experience. This requires the optimization of conflicting objectives, such as user satisfaction and ads revenue. Traditional approaches to ad-load balancing rely on static allocation policies, which fail to adapt to changing user preferences and contextual factors. In this paper, we present an approach that leverages off-policy learning and evaluation from logged bandit feedback. We start by presenting a motivating analysis of the ad-load balancing problem, highlighting the conflicting objectives between user satisfaction and ads revenue. We emphasize the nuances that arise due to user heterogeneity and the dependence on the user's position within a session. Based on this analysis, we define the problem as determining the optimal ad-load for a particular feed fetch. To tackle this problem, we propose an off-policy learning framework that leverages unbiased estimators such as Inverse Propensity Scoring (IPS) and Doubly Robust (DR) to learn and estimate the policy values using offline collected stochastic data. We present insights from online A/B experiments deployed at scale across over 80 million users generating over 200 million sessions, where we find statistically significant improvements in both user satisfaction metrics and ads revenue for the platform.

Traffic congestion in dense urban centers presents an economical and environmental burden. In recent years, the availability of vehicle-to-anything communication allows for the transmission of detailed vehicle states to the infrastructure that can be used for intelligent traffic light control. The other way around, the infrastructure can provide vehicles with advice on driving behavior, such as appropriate velocities, which can improve the efficacy of the traffic system. Several research works applied deep reinforcement learning to either traffic light control or vehicle speed advice. In this work, we propose a first attempt to jointly learn the control of both. We show this to improve the efficacy of traffic systems. In our experiments, the joint control approach reduces average vehicle trip delays, w.r.t. controlling only traffic lights, in eight out of eleven benchmark scenarios. Analyzing the qualitative behavior of the vehicle speed advice policy, we observe that this is achieved by smoothing out the velocity profile of vehicles nearby a traffic light. Learning joint control of traffic signaling and speed advice in the real world could help to reduce congestion and mitigate the economical and environmental repercussions of today's traffic systems.

Existing traffic forecasting benchmarks assume a fixed sensor set, but real road-sensor networks grow continuously as the road network changes year by year. We introduce the XXLTraffic dataset family, which spans up to 27 years of California PeMS and Transport for NSW data. The fixed-sensor subsets of XXLTraffic support extremely long forecasting with multi-year gaps and standard hourly / daily long-horizon forecasting. We extend it to EvoXXLTraffic, a sensor-evolving reorganization that exposes per-year active sensors, yearly traffic-flow matrices, and yearly graph snapshots across nine PeMS districts, with growth ratios ranging from +305% to over +10,000%. We define a yearly streaming forecasting protocol on EvoXXLTraffic in which each calendar year is a continual task, and benchmark a wide range of representative baselines drawn from static spatio-temporal GNNs, naïve online schemes, evolving-graph continual methods, and retrieval / test-time methods. We find that our ultra-large evolutionary dataset better reflects the real world, and many state-of-the-art (SOTA) results no longer work. Our dataset complements existing benchmarks by enabling more realistic forecasting under ultra-long evolutionary road networks. Our code and baselines are available at github repo: https://github.com/cruiseresearchgroup/TSAS26-EvoXXLTraffic

Effective traffic prediction is a cornerstone of intelligent transportation systems, enabling precise forecasts of traffic flow, speed, and congestion. While traditional spatio-temporal graph neural networks (ST-GNNs) have achieved notable success in short-term traffic forecasting, their performance in long-term predictions remains limited. This challenge arises from over-squashing problem, where bottlenecks and limited receptive fields restrict information flow and hinder the modeling of global dependencies. To address these challenges, this study introduces a novel framework that incorporates virtual nodes, which are additional nodes added to the graph and connected to existing nodes, in order to aggregate information across the entire graph within a single GNN layer. Our proposed model incorporates virtual nodes by constructing a semi-adaptive adjacency matrix. This matrix integrates distance-based and adaptive adjacency matrices, allowing the model to leverage geographical information while also learning task-specific features from data. Experimental results demonstrate that the inclusion of virtual nodes significantly enhances long-term prediction accuracy while also improving layer-wise sensitivity to mitigate the over-squashing problem. Virtual nodes also offer enhanced explainability by focusing on key intersections and high-traffic areas, as shown by the visualization of their adjacency matrix weights on road network heat maps. Our advanced approach enhances the understanding and management of urban traffic systems, making it particularly well-suited for real-world applications.

Pedestrians and cyclists are vulnerable road users. They are at greater risk for being killed in a crash than other road users. The percentage of fatal crashes that involve a pedestrian or cyclist is higher than the overall percentage of total trips taken by both modes. Because of this risk, finding ways to minimize problematic street environments is critical. Understanding traffic safety spatial patterns and identifying dangerous locations with significantly high crash risks for pedestrians and cyclists is essential in order to design possible countermeasures to improve road safety. This research develops two indicators for examining spatial correlation patterns between elements of the built environment (intersections) and crashes (pedestrian- or cyclist-involved). The global colocation quotient detects the overall connection in an area while the local colocation quotient identifies the locations of high-risk intersections. To illustrate our approach, we applied the methods to inspect the colocation patterns between pedestrian- or cyclist-vehicle crashes and intersections in Houston, Texas and we identified among many intersections the ones that significantly attract crashes. We also scrutinized those intersections, discussed possible attributes leading to high colocation of crashes and proposed corresponding countermeasures.

Large language model (LLM) inference workload dominates a wide variety of modern AI applications, ranging from multi-turn conversation to document analysis. Balancing fairness and efficiency is critical for managing diverse client workloads with varying prefix patterns. Unfortunately, existing fair scheduling algorithms for LLM serving, such as Virtual Token Counter (VTC), fail to take prefix locality into consideration and thus suffer from poor performance. On the other hand, locality-aware scheduling algorithms in existing LLM serving frameworks tend to maximize the prefix cache hit rate without considering fair sharing among clients. This paper introduces the first locality-aware fair scheduling algorithm, Deficit Longest Prefix Match (DLPM), which can maintain a high degree of prefix locality with a fairness guarantee. We also introduce a novel algorithm, Double Deficit LPM (D^2LPM), extending DLPM for the distributed setup that can find a balance point among fairness, locality, and load-balancing. Our extensive evaluation demonstrates the superior performance of DLPM and D^2LPM in ensuring fairness while maintaining high throughput (up to 2.87times higher than VTC) and low per-client (up to 7.18times lower than state-of-the-art distributed LLM serving system) latency.

This study introduces a novel approach for traffic control systems by using Large Language Models (LLMs) as traffic controllers. The study utilizes their logical reasoning, scene understanding, and decision-making capabilities to optimize throughput and provide feedback based on traffic conditions in real-time. LLMs centralize traditionally disconnected traffic control processes and can integrate traffic data from diverse sources to provide context-aware decisions. LLMs can also deliver tailored outputs using various means such as wireless signals and visuals to drivers, infrastructures, and autonomous vehicles. To evaluate LLMs ability as traffic controllers, this study proposed a four-stage methodology. The methodology includes data creation and environment initialization, prompt engineering, conflict identification, and fine-tuning. We simulated multi-lane four-leg intersection scenarios and generates detailed datasets to enable conflict detection using LLMs and Python simulation as a ground truth. We used chain-of-thought prompts to lead LLMs in understanding the context, detecting conflicts, resolving them using traffic rules, and delivering context-sensitive traffic management solutions. We evaluated the prformance GPT-mini, Gemini, and Llama as traffic controllers. Results showed that the fine-tuned GPT-mini achieved 83% accuracy and an F1-score of 0.84. GPT-mini model exhibited a promising performance in generating actionable traffic management insights, with high ROUGE-L scores across conflict identification of 0.95, decision-making of 0.91, priority assignment of 0.94, and waiting time optimization of 0.92. We demonstrated that LLMs can offer precise recommendations to drivers in real-time including yielding, slowing, or stopping based on vehicle dynamics.

We model Mixture-of-Experts (MoE) token routing as a congestion game with a single effective parameter, the congestion coefficient gamma_eff, that quantifies the balance-quality tradeoff. Tracking gamma_eff across training checkpoints of two open-source MoE models, OLMoE-1B-7B (20 checkpoints, with dense sampling in the surge region) and OpenMoE-8B (6 checkpoints), reveals a three-phase trajectory: a surge phase where the router learns to balance load (gamma_eff: 14 to 36-39, peaking in the step 30K-40K region), a stabilization phase where experts specialize under steady balance (B_0: 2.4 to 2.3, steps 100K-400K), and a relaxation phase where the router trades balance for quality as experts differentiate (gamma_eff: 27 to 9, steps 400K-1.2M). This non-monotone trajectory, invisible to post-hoc analysis of converged models, reveals that early MoE training prioritizes balance while late training prioritizes quality. The theoretical framework is honest about its limits: the single-type equilibrium reduces to temperature-scaled softmax (held-out L1: MFG = 0.199 vs. softmax = 0.200). The game is not a better predictor; it reveals what the temperature means and, critically, how that temperature evolves. We complement the dynamics with an effective congestion decomposition, a multi-type extension that improves load prediction via token clustering on all 16 layers (mean: 30%), scope diagnostics (K/M, epsilon_l), and robustness verification across four independent quality estimators (r >= 0.89). All confidence intervals are from bootstrap resampling over 50 independent text batches.

Road traffic forecasting plays a critical role in smart city initiatives and has experienced significant advancements thanks to the power of deep learning in capturing non-linear patterns of traffic data. However, the promising results achieved on current public datasets may not be applicable to practical scenarios due to limitations within these datasets. First, the limited sizes of them may not reflect the real-world scale of traffic networks. Second, the temporal coverage of these datasets is typically short, posing hurdles in studying long-term patterns and acquiring sufficient samples for training deep models. Third, these datasets often lack adequate metadata for sensors, which compromises the reliability and interpretability of the data. To mitigate these limitations, we introduce the LargeST benchmark dataset. It encompasses a total number of 8,600 sensors in California with a 5-year time coverage and includes comprehensive metadata. Using LargeST, we perform in-depth data analysis to extract data insights, benchmark well-known baselines in terms of their performance and efficiency, and identify challenges as well as opportunities for future research. We release the datasets and baseline implementations at: https://github.com/liuxu77/LargeST.

Accurate traffic forecasting is crucial for effective urban planning and transportation management, enabling efficient resource allocation and enhanced travel experiences. However, existing models often face limitations in generalization, struggling with zero-shot prediction on unseen regions and cities, as well as diminished long-term accuracy. This is primarily due to the inherent challenges in handling the spatial and temporal heterogeneity of traffic data, coupled with the significant distribution shift across time and space. In this work, we aim to unlock new possibilities for building versatile, resilient and adaptive spatio-temporal foundation models for traffic prediction. To achieve this goal, we introduce a novel foundation model, named OpenCity, that can effectively capture and normalize the underlying spatio-temporal patterns from diverse data characteristics, facilitating zero-shot generalization across diverse urban environments. OpenCity integrates the Transformer architecture with graph neural networks to model the complex spatio-temporal dependencies in traffic data. By pre-training OpenCity on large-scale, heterogeneous traffic datasets, we enable the model to learn rich, generalizable representations that can be seamlessly applied to a wide range of traffic forecasting scenarios. Experimental results demonstrate that OpenCity exhibits exceptional zero-shot predictive performance. Moreover, OpenCity showcases promising scaling laws, suggesting the potential for developing a truly one-for-all traffic prediction solution that can adapt to new urban contexts with minimal overhead. We made our proposed OpenCity model open-source and it is available at the following link: https://github.com/HKUDS/OpenCity.

Urban traffic flow is governed by the complex, nonlinear interaction between land use configuration and spatiotemporally heterogeneous mobility demand. Conventional global regression and time-series models cannot simultaneously capture these multi-scale dynamics across multiple travel modes. This study proposes a GeoAI Hybrid analytical framework that sequentially integrates Multiscale Geographically Weighted Regression (MGWR), Random Forest (RF), and Spatio-Temporal Graph Convolutional Networks (ST-GCN) to model the spatiotemporal heterogeneity of traffic flow patterns and their interaction with land use across three mobility modes: motor vehicle, public transit, and active transport. Applying the framework to an empirically calibrated dataset of 350 traffic analysis zones across six cities spanning two contrasting urban morphologies, four key findings emerge: (i) the GeoAI Hybrid achieves a root mean squared error (RMSE) of 0.119 and an R^2 of 0.891, outperforming all benchmarks by 23-62%; (ii) SHAP analysis identifies land use mix as the strongest predictor for motor vehicle flows and transit stop density as the strongest predictor for public transit; (iii) DBSCAN clustering identifies five functionally distinct urban traffic typologies with a silhouette score of 0.71, and GeoAI Hybrid residuals exhibit Moran's I=0.218 (p<0.001), a 72% reduction relative to OLS baselines; and (iv) cross-city transfer experiments reveal moderate within-cluster transferability (R^2>=0.78) and limited cross-cluster generalisability, underscoring the primacy of urban morphological context. The framework offers planners and transportation engineers an interpretable, scalable toolkit for evidence-based multimodal mobility management and land use policy design.

Traffic forecasting is a fundamental task in transportation research, however the scope of current research has mainly focused on a single data modality of loop detectors. Recently, the advances in Artificial Intelligence and drone technologies have made possible novel solutions for efficient, accurate and flexible aerial observations of urban traffic. As a promising traffic monitoring approach, drone-captured data can create an accurate multi-sensor mobility observatory for large-scale urban networks, when combined with existing infrastructure. Therefore, this paper investigates the problem of multi-source traffic speed prediction, simultaneously using drone and loop detector data. A simple yet effective graph-based model HiMSNet is proposed to integrate multiple data modalities and learn spatio-temporal correlations. Detailed analysis shows that predicting accurate segment-level speed is more challenging than the regional speed, especially under high-demand scenarios with heavier congestions and varying traffic dynamics. Utilizing both drone and loop detector data, the prediction accuracy can be improved compared to single-modality cases, when the sensors have lower coverages and are subject to noise. Our simulation study based on vehicle trajectories in a real urban road network has highlighted the added value of integrating drones in traffic forecasting and monitoring.

Traffic conflicts have been studied by the transportation research community as a surrogate safety measure for decades. However, due to the rarity of traffic conflicts, collecting large-scale real-world traffic conflict data becomes extremely challenging. In this paper, we introduce and analyze ROCO - a real-world roundabout traffic conflict dataset. The data is collected at a two-lane roundabout at the intersection of State St. and W. Ellsworth Rd. in Ann Arbor, Michigan. We use raw video dataflow captured from four fisheye cameras installed at the roundabout as our input data source. We adopt a learning-based conflict identification algorithm from video to find potential traffic conflicts, and then manually label them for dataset collection and annotation. In total 557 traffic conflicts and 17 traffic crashes are collected from August 2021 to October 2021. We provide trajectory data of the traffic conflict scenes extracted using our roadside perception system. Taxonomy based on traffic conflict severity, reason for the traffic conflict, and its effect on the traffic flow is provided. With the traffic conflict data collected, we discover that failure to yield to circulating vehicles when entering the roundabout is the largest contributing reason for traffic conflicts. ROCO dataset will be made public in the short future.

Traffic forecasting is a challenging spatio-temporal modeling task and a critical component of urban transportation management. Current studies mainly focus on deterministic predictions, with limited considerations on the uncertainty and stochasticity in traffic dynamics. Therefore, this paper proposes an elegant yet universal approach that transforms existing models into probabilistic predictors by replacing only the final output layer with a novel Gaussian Mixture Model (GMM) layer. The modified model requires no changes to the training pipeline and can be trained using only the Negative Log-Likelihood (NLL) loss, without any auxiliary or regularization terms. Experiments on multiple traffic datasets show that our approach generalizes from classic to modern model architectures while preserving deterministic performance. Furthermore, we propose a systematic evaluation procedure based on cumulative distributions and confidence intervals, and demonstrate that our approach is considerably more accurate and informative than unimodal or deterministic baselines. Finally, a more detailed study on a real-world dense urban traffic network is presented to examine the impact of data quality on uncertainty quantification and to show the robustness of our approach under imperfect data conditions. Code available at https://github.com/Weijiang-Xiong/OpenSkyTraffic

Standard Mixture-of-Experts (MoE) models rely on centralized routing mechanisms that introduce rigid inductive biases. We propose Routing-Free MoE which eliminates any hard-coded centralized designs including external routers, Softmax, Top-K and load balancing, instead encapsulating all activation functionalities within individual experts and directly optimized through continuous gradient flow, enabling each expert to determine its activation entirely on its own. We introduce a unified adaptive load-balancing framework to simultaneously optimize both expert-balancing and token-balancing objectives through a configurable interpolation, allowing flexible and customizable resource allocation. Extensive experiments show that Routing-Free MoE can consistently outperform baselines with better scalability and robustness. We analyze its behavior in detail and offer insights that may facilitate future MoE design ad optimization.

Vehicle-to-Everything (V2X) communication systems are based on datasets that not only contain vehicle trajectory data but also wireless network parameters with a realistic level of fidelity, enabling the creation of prediction and optimization models. There is a very critical research infrastructure gap today, and publicly available datasets are likely to be limited to one of the two: mobility or network parameters, and rarely provide a single, integrated view that combines both. This paper introduces MINT-V2X, a comprehensive dataset generated by coupling SUMO traffic dynamics with OMNeT++/Simu5G network simulation. The validation framework is composed of 14 standardized tests based on 3GPP Release 14 (C-V2X), ETSI standards and Shannon capacity theory. The resulting dataset contains 9.87 million synchronized data points from 1,386 vehicles from 15 roadside units (RSUs) during 3 hours of urban traffic simulation. We demonstrate strict algorithmic consistency through network metric correlations (CQI-SINR: 0.993; SINR-PDR: 0.946). Finally, we demonstrate the value of the dataset by conducting an RSU load prediction case study, showing that using trajectory data yields better predictive performance than network-history-only baselines. The dataset, experiments, and complete SUMO configuration files are available in the GitHub repository to facilitate reproduction on alternative simulation stacks.

Accurate real-time traffic forecast is critical for intelligent transportation systems (ITS) and it serves as the cornerstone of various smart mobility applications. Though this research area is dominated by deep learning, recent studies indicate that the accuracy improvement by developing new model structures is becoming marginal. Instead, we envision that the improvement can be achieved by transferring the "forecasting-related knowledge" across cities with different data distributions and network topologies. To this end, this paper aims to propose a novel transferable traffic forecasting framework: Domain Adversarial Spatial-Temporal Network (DASTNet). DASTNet is pre-trained on multiple source networks and fine-tuned with the target network's traffic data. Specifically, we leverage the graph representation learning and adversarial domain adaptation techniques to learn the domain-invariant node embeddings, which are further incorporated to model the temporal traffic data. To the best of our knowledge, we are the first to employ adversarial multi-domain adaptation for network-wide traffic forecasting problems. DASTNet consistently outperforms all state-of-the-art baseline methods on three benchmark datasets. The trained DASTNet is applied to Hong Kong's new traffic detectors, and accurate traffic predictions can be delivered immediately (within one day) when the detector is available. Overall, this study suggests an alternative to enhance the traffic forecasting methods and provides practical implications for cities lacking historical traffic data.

Traffic signal control (TSC) is vital for mitigating congestion and sustaining urban mobility. In this paper, we introduce Traffic-R1, a foundation model with human-like reasoning for TSC systems. Our model is developed through self-exploration and iteration of reinforced large language models (LLMs) with expert guidance in a simulated traffic environment. Compared to traditional reinforcement learning (RL) and recent LLM-based methods, Traffic-R1 offers three significant advantages. First, Traffic-R1 delivers zero-shot generalisation, transferring unchanged to new road networks and out-of-distribution incidents by utilizing its internal traffic control policies and human-like reasoning. Second, its 3B-parameter architecture is lightweight enough for real-time inference on mobile-class chips, enabling large-scale edge deployment. Third, Traffic-R1 provides an explainable TSC process and facilitates multi-intersection communication through its self-iteration and a new synchronous communication network. Extensive benchmarks demonstrate that Traffic-R1 sets a new state of the art, outperforming strong baselines and training-intensive RL controllers. In practice, the model now manages signals for more than 55,000 drivers daily, shortening average queues by over 5% and halving operator workload. Our checkpoint is available at https://huggingface.co/Season998/Traffic-R1.

Large-scale distributed training in production datacenters constitutes a challenging workload bottlenecked by network communication. In response, both major industry players (e.g., Ultra Ethernet Consortium) and parts of academia have surprisingly, and almost unanimously, agreed that packet spraying is necessary to improve the performance of large-scale distributed training workloads. In this paper, we challenge this prevailing belief and pose the question: How close can a singlepath transport approach an optimal multipath transport? We demonstrate that singlepath transport (from a NIC's perspective) is sufficient and can perform nearly as well as an ideal multipath transport with packet spraying, particularly in the context of distributed training in leaf-spine topologies. Our assertion is based on four key observations about workloads driven by collective communication patterns: (i) flows within a collective start almost simultaneously, (ii) flow sizes are nearly equal, (iii) the completion time of a collective is more crucial than individual flow completion times, and (iv) flows can be split upon arrival. We analytically prove that singlepath transport, using minimal flow splitting (at the application layer), is equivalent to an ideal multipath transport with packet spraying in terms of maximum congestion. Our preliminary evaluations support our claims. This paper suggests an alternative agenda for developing next-generation transport protocols tailored for large-scale distributed training.

The recent advent of connected and automated vehicles (CAVs) is expected to transform the transportation system. CAV technologies are being developed rapidly and they are foreseen to penetrate the market at a rapid pace. On the other hand, work zones (WZs) have become common areas on highway systems as a result of the increasing construction and maintenance activities. The near future will therefore bring the coexistence of CAVs and WZs which makes their interaction inevitable. WZs expose all vehicles to a sudden and complex geometric change in the roadway environment, something that may challenge many of CAV navigation capabilities. WZs however also impose a space contraction resulting in adverse traffic impacts, something that legitimately calls for benefiting from the highly efficient CAV functions. CAVs should be able to reliably traverse WZ geometry and WZs should benefit from CAV intelligent functions. This paper reviews the state-of-the-art and the key concepts, opportunities, and challenges of deploying CAV systems at WZs. The reviewed subjects include traffic performance and behaviour, technologies and infrastructure, and regulatory considerations. Eighteen CAV mobility, safety, and environmental concepts and functions were distributed over the WZ area which was subdivided into five segments: further upstream, approach area, queuing area, WZ activity, and termination area. In addition, among other topics reviewed and discussed are detection of WZ features, smart traffic control devices, various technologies at connected WZs, cross-border harmonization, liability, insurance, and privacy. The paper also provides a research agenda with a list of research needs supported by experts rating and inputs. The paper aims to provide a bird eye view, but with necessary details that can benefit researchers, practitioners, and transportation agencies.

Reliable traffic data are essential for understanding urban mobility and developing effective traffic management strategies. This study introduces the DRone-derived Intelligence For Traffic analysis (DRIFT) dataset, a large-scale urban traffic dataset collected systematically from synchronized drone videos at approximately 250 meters altitude, covering nine interconnected intersections in Daejeon, South Korea. DRIFT provides high-resolution vehicle trajectories that include directional information, processed through video synchronization and orthomap alignment, resulting in a comprehensive dataset of 81,699 vehicle trajectories. Through our DRIFT dataset, researchers can simultaneously analyze traffic at multiple scales - from individual vehicle maneuvers like lane-changes and safety metrics such as time-to-collision to aggregate network flow dynamics across interconnected urban intersections. The DRIFT dataset is structured to enable immediate use without additional preprocessing, complemented by open-source models for object detection and trajectory extraction, as well as associated analytical tools. DRIFT is expected to significantly contribute to academic research and practical applications, such as traffic flow analysis and simulation studies. The dataset and related resources are publicly accessible at https://github.com/AIxMobility/The-DRIFT.