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1. T-Drive: Enhancing Driving Directions with Taxi Drivers’
Intelligence
Abstract
This paper presents a smart driving direction system leveraging the intelligence of experienced drivers.
In this system,GPS-equipped taxis are employed as mobile sensors probing the traffic rhythm of a city and taxi
drivers’ intelligence in choosing drivingdirections in the physical world. We propose a time-dependent
landmark graph to model the dynamic traffic pattern as well as theintelligence of experienced drivers so as to
provide a user with the practically fastest route to a given destination at a given departuretime. Then, a
Variance-Entropy-Based Clustering approach is devised to estimate the distribution of travel time between
twolandmarks in different time slots. Based on this graph, we design a two-stage routing algorithm to compute
the practically fastest andcustomized route for end users. We build our system based on a real-world trajectory
data set generated by over 33,000 taxis in aperiod of three months, and evaluate the system by conducting both
synthetic experiments and in-the-field evaluations. As a result, 60-70 percent of the routes suggested by our
method are faster than the competing methods, and 20 percent of the routes share the sameresults. On average,
50 percent of our routes are at least 20 percent faster than the competing approaches.
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2. Existing System
The efficient driving directions has become a dailyactivity and been implemented as a key
feature in manymap services like Google and Bing Maps. A fast drivingroute saves not only the time of
a driver but also energyconsumption (as most gas is wasted in traffic jams). Therefore,this service is
important for both end users andgovernments aiming to ease traffic problems and
protectenvironment.Essentially, the time that a driver traverses a routedepends on the following three
aspects: 1) the physicalfeature of a route, such as distance, capacity (lanes), and thenumber of traffic
lights as well as direction turns; 2) thetime-dependent traffic flow on the route; and 3) a user’sdriving
behavior. Given the same route, cautious driverswill likely drive relatively slower than those
preferringdriving very fast and aggressively. Also, users’ drivingbehaviors usually vary in their
progressing driving experiences.For example, traveling on an unfamiliar route, a userhas to pay attention
to the road signs, hence drive relativelyslowly. Thus, a good routing service should consider thesethree
aspects (routes, traffic, and drivers), which are farbeyond the scope of the shortest/fastest path
computing.Usually, big cities have a large number of taxicabstraversing in urban areas.
Disadvantages
That is, we cannot answeruser queries by directly mining trajectory patterns from thedata. Therefore,
how to model taxi drivers’ intelligence thatcan answer a variety of queries is a challenge
We cannot guarantee there aresufficient taxis traversing on each road segment even if wehave a large
number of taxis.
That is, we cannot accuratelyestimate the speed pattern of each road segment
Proposed System
The preprocessed taxi trajectories, we detect thetop-k frequently traversed road segments, which
are termedas landmarks. The reason why we use “landmark” to modelthe taxi drivers’ intelligence is
that: first, the sparseness andlow-sampling rate of the taxi trajectories do not support usto directly
calculate the travel time for each road segmentwhile we can estimate the traveling time between
twolandmarks (which have been frequently traversed by taxis).Second, the notion of landmarks follows
the naturalthinking pattern of people.The threshold _ is used to eliminate the edges seldomtraversed by
taxis, as the fewer taxis that pass two landmarks,the lower accuracy of the estimated travel time(between
the two landmarks) could be. Additionally, we setthe tmax value to remove the landmark edges having a
verylong travel time. Due to the low-sampling rate problem,sometimes, a taxi may consecutively

3. traverse three landmarkswhile no point is recorded when passing the middle(second) one. This will
result in that the travel time betweenthe first and third landmark is very long. Such kinds of edgeswould
not only increase the space complexity of a landmarkgraph but also bring inaccuracy to the travel time
estimation.
Advantages
The almost sharesimilar traffic patterns while the weekdays and weekendshave different patterns.
Therefore, we build two differentlandmark graphs for weekdays and weekends, respectively.
The travel times of transitions pertaining to alandmark edge clearly gather around some values (like a
setof clusters) rather than a single value or a typical Gaussiandistribution, as many people expected.
This aims to handle the situationthat a taxi was stuck in a traffic jam or waiting at a trafficlight where
multiple points may be recorded on the sameroad segment
Module
1. Intelligence modeling
2. Low Sampling Rate Problem
3. The Landmark Graph
4. Route Generation
5. Path logging
6. Route Computing
Module Description
Intelligence modeling
A user can select any place as asource or destination, there would be no taxi trajectoryexactly passing
the query points. That is, we cannot answeruser queries by directly mining trajectory patterns from thedata.
Therefore, how to model taxi drivers’ intelligence thatcan answer a variety of queries is a challenge.
Low Sampling Rate Problem
To save energy and communicationloads, taxis usually report on their locations in a very lowfrequency,
like 2-5 minutes per point. This increases theuncertainty of the routes traversed by a taxi. As shown inthere
could exist four possible routes.

4. The Landmark Graph
To save energy and communication loads, taxis usually report on their locations in a very low frequency,
like2-5 minutes per point. This increases the uncertainty of theroutes traversed by a taxi. Meanwhile, we
cannotguarantee there are sufficient taxis traversing on each roadsegment anytime even if we have a large
number of taxis.That is, we cannot directly estimate the speed pattern of eachroad segment based on taxi
trajectories.
Route Generation
The traffic condition of a road, the travel time of aroute also depends on drivers. Sometimes, different
driverstake different amounts of time to traverse the same route atthe same time slot. The reasons lie in a
driver’s drivinghabit, skills and familiarity of routes. For example, peoplefamiliar with a route can usually pass
the route faster than anewcomer. Also, even on the same path, cautious peoplewill likely drive relatively slower
than those preferring todrive very fast and aggressively.
Path logging
The cloud sends the computed drivingroutes along with the travel time distributions of theLandmark
edges contained in the driving route to thephone. Later, the mobile phone logs the user’s drivingpath with a
GPS trajectory, which will be used forrecalculate the user’s custom factor. The more a driveruses this system,
the deeper this system understandsthe driver; hence, a better driving direction servicescan be provided.
Route computing
According to the departure time,start and destination point, the cloud chooses a properlandmark graph
considering the weather informationand whether it’s a holiday or a workday. Based on thelandmark graph, a
two-stage routing algorithm isperformed to obtain a time-dependent fastest route

5. Flow chart
Conclusion
This paper describes a system to find out the practicallyfastest route for a particular user at a given departure
time.Specifically, the system mines the intelligence of experienceddrivers from a large number of taxi

6. trajectories andprovide the end user with a smart route, whichincorporatesthe physical feature of a route, the
time-dependent trafficflow as well as the users’ driving behaviors (of both the fleetdrivers and of the end user
for whom the route is beingcomputed). We build a real system with real-world GPStrajectories generated by
over 33,000 taxis in a period ofthree months, then evaluate the system with extensiveexperiments and in-the-
field evaluations. The results showthat our method significantly outperforms the competingmethods in the
aspects of effectiveness and efficiency infinding the practically fastest routes. Overall, more than60 percent of
our routes are faster than that of the existingonline map services, and 50 percent of these routes are atleast 20
percent faster than the latter. On average, ourmethod can save about 16 percent of time for a trip, i.e.,5 minutes
per 30-minutes driving.
REFERENCE
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