got-toilet-paper? There is a website for that!

The Pitt Smart Living team created a mobile-friendly web site to help Pittsburgh-area grocers figure out which times are best for visiting a store and what items are in-stock/out-of-stock during these challenging times. Our goal is to make everybody’s lives a bit easier during the pandemic and help flatten the curve of people visiting grocery stores.

The web site is immediately accessible at https://got-toilet-paper.org

No download or registration is required. It works on any mobile smartphone equipped with a web browser. It also works on laptops or desktop computers, although the location-based features will not be as accurate.

How it works

The got-toilet-paper? website works in two modes:

  • View existing data — shoppers can search for a particular store on a map centered in downtown Pittsburgh and then select the store of interest to see:
    • information about how busy the store typically is and how busy it currently is (using data provided by Google), and
    • information about essential items being in-stock/out-of-stock. We report when was the last time information was submitted and use data only from the last 3 days.
  • Contribute new data — shoppers can submit information about how crowded a store is and whether certain items are in-stock or out-of-stock. We only allow reports for up to 3 hours in the past.

The list of stores currently in the system is available at https://got-toilet-paper.org/about/stores

Sample screenshots are shown below:

crowding.PNGproducts.PNG

How to help

  1. Please use the got-toilet-paper? website the next time you go to a grocery store in the Pittsburgh area. Use it to view information and also contribute information for others to use!
  2. Please help promote the website through social media. Please tag us (@PittSmartLiving) on Twitter or Facebook.
  3. If you are a store manager, please contact us (got-toilet-paper AT list.pitt.edu) to add authoritative information about your store and become a partner (especially as we are looking to extend its functionality). The service is free.
  4. If you are a journalist, please help us raise awareness of the got-toilet-paper? website. Feel free to reach out (got-toilet-paper AT list.pitt.edu) if you need more information.

Who did this?

This app was put together in an agile way by the following members of the Pitt Smart Living team:

  • Programmer: Kristi Bushman
  • Faculty: Alex Labrinidis (main contact), Kostas Pelechrinis, Sera Linardi
  • Postdoc: Robizon Khubulashvili
  • PhD student: Mallory Avery

and is funded by the National Science Foundation and the University of Pittsburgh, through their support of the Pitt Smart Living project.

These Days, Smart Living means Distant Living

At PittSmartLiving we have been trying to find ways to avoid over-crowded buses through win-win-win settings for all involved stakeholders (port authorities, riders and local businesses), improve riding conditions and in general “flatten the curve” for public transport.  As part of our efforts we have been analyzing crowding data in buses and businesses. The latter is important since it means that we could use the same methods to study changes in businesses’ foot traffic during the coronavirus pandemic, to understand how people react to recommendations for social distancing (which in the author’s personal opinion it should be termed as physical distancing, since we are still socializing using the technological advancements of our era).

We have been using Google’s Place API to collect crowding data. You might have interacted with this information available from this API when you tried to search for your favorite cafe and got back a bunch of information for it, including the bar chart below:

Screen Shot 2020-04-07 at 8.53.16 AM

This chart provides information on how “busy” the place is expected to be based on historical data from people’s cell phones that use Google’s services, as well as, how busy the place is right now (red-ish bar). These numbers are expressed as a fraction of the most popular time of the week for the venue. For example, if the red bar on the figure above corresponds to 40, and this place is expected to be at its weekly busiest on a Sunday at noon, then currently the place is 40% as busy as during a Sunday at noon. Now, of course, the current value can be larger than 100 as well, which means that the place is busier than the expected weekly busiest time. Google’s estimates for the expected levels of crowdedness are updated in a rolling window fashion (with details not being fully known to the public).

It should be evident that we can use these data to get an estimate of how people are distancing these days. We started collecting data for this purpose from a select number of venues in Pittsburgh on March 13th and we found some interesting patterns. People, in general, were following recommendations (the order for sheltering in place was announced on March 19th and enforced on March 23rd in Pennsylvania). During that week traffic in retail stores and malls was down (approximately 45%), traffic in restaurants was down (approximately 30%), traffic in transportation hubs/stations was down (approximately 65%). Following, are some representative time-series examples of venues that experienced a reduction in traffic.

Steel Plaza Station32020Starbucks32020

The Waterfront32520Phipps Conservatory and Botanical Gardens32020

One significant exception was bars during March 14th that were busier than normal, with Pittsburghers celebrating St. Patrick’s day as it can be seen by the following time-series:

Mario's South Side Saloon32020 (1)

Now the only type of business that did not see any significant decline during the first week of data collection in Pittsburgh was grocery stores. They saw a small decline of 4%, but since that week things have changed, with larger declines observed. For example, the following figure shows average daily changes from a busy grocery store:

giantEagle

These results seem to indicate that people stocked up and distanced themselves even from grocery stores. Among the 30 groceries that we have been monitoring currently, the last 10 days there has been an average reduction of 30% in the crowdedness levels in these businesses. Now it is always good to understand the data. Part of this decline can be policies put by various grocery stores on how many people can be within their premises at any given time. This certainly will have an impact on the volumes reported by Google and other providers. So it is always good to keep in mind these things when trying to understand the data and make conclusions.

Recently, I also came across another dataset from Foursquare that captures foot traffic in venues. Now I was a bit skeptical initially since people rarely check-in to places they go, but digging a bit deeper in the data, these are not based on check-ins but rather on passive sensing of user locations (i.e., similar to what Google does). I was particularly interested in residential venues (that we cannot get information about from the Google API) and how foot traffic has changed there. First I took a look at the US as a whole and following are some interesting figures:

We can see the natural progression here through the month of March across the whole country with foot traffic in residential places being significantly reduced by the end of the month (as compared to the month of February on a similar day)! Now again we have to understand what the data measure. Someone might be confused saying that this does not make sense since we are staying at home more. This is true, but these Foursquare data measure the foot traffic, i.e., how many people are in a building/venue. This means that by the end of March there were fewer people in a residential building than expected (as compared to a baseline from February). This points to people physically distancing from their close friends and family as well, staying home with their close/immediate family only. Simply put, they do not have people over. Following is the time series of these changes for Allegheny County, which tells a similar story.

Allegheny-ts

Overall, people seem to be taking this seriously (as they should) but there is still more that we can do! Stay far from each other; it saves lives!

Note: Google published a similar analysis in the beginning of April that provides a similar analysis for several countries and you can access these reports here.

Grocery App Sign-up

In light of the COVID-19 pandemic, we are trying to help our community through an app that will allow people to find out and report on the availability of certain items at grocery stores and supermarkets.

The app is under rapid development; we expect to have it ready within a few days.

2019 NSF Cyber-Physical Systems PI Meeting

In November, we presented some of our work at the NSF Cyber-Physical Systems PI Meeting in Arlington, VA. We were excited to share the following items at our demo booth:

  • Bus capacity visualization – How full is the bus at a given stop throughout the day?
  • Digital display of bus arrivals times & capacity – When will my bus arrive and how full will it be?
  • Field experiment visualization – Where and when are people taking the bus?

Watch the video for more info about our project and the progress that we have made throughout the last year.

PittSmartLiving Demo at Smart Cities Connect Conference and Expo

Our project is participating in the NSF Smart and Connected Communities PI meeting and in the Smart Cities Connect Conference and Expo this week, in Denver, CO.

If you are attending, make sure to stop by our booth tomorrow for a demo:

Motivating Pro-Social Behavior

Would you take a later bus if a mobile app told you the next bus would be full and gave you $3 off coffee? The PittSmartLiving project (https://PittSmartLiving.org) is building infrastructure to make that a reality, by providing real-time information to commuters along with such incentives from nearby businesses. In addition to developing a holistic urban transportation system that balances utilization across both public transportation networks and local businesses, we plan to design and evaluate the market mechanism that integrates and aligns the incentives of various stakeholders, to motivate pro-social transportation behavior.

Booth #25, NSF, Smart and Connected Communities

Sera Linardi talk at CITRIS Research Exchange

Designing Microbehavioral Research for Practical Social Innovation (Wednesday, March 13, 2019)

#behavioral economics * #data systems * #transit choices

seralinardiphoto300x300

Sera Linardi
Associate Professor of Economics
Graduate School of Public and International Affairs (GSPIA), University of Pittsburgh

Watch the talk video

About the talk:

PittSmartLiving (PSL) is a $1.4M 3-year National Science Foundation project hosted in University of Pittsburgh to reduce public transit congestion by designing a market that connects rush hours travelers with time-sensitive local business discounts. This project is currently organized within three research labs: Data & Systems, Human Behavior, and Business Integration. In this talk, we will look at the research taking place in the PSL Human Behavior Laboratory, which uses economic theory, experiments, simulations, and interviews to build a social science framework for the larger interdisciplinary collaboration.

About the Speaker:

Sera Linardi is an Associate Professor at the Graduate School of Public and International Affairs (GSPIA) at the University of Pittsburgh, where she directs the PittSmartLiving Human Behavior Laboratory. She received her Ph.D. in Social Science at the California Institute of Technology after working as a computer scientist at Adobe Systems. She bridges academic research and practical challenges in public/social services provision, specifically around prosocial behavior, information aggregation, and behavior economics of the poor. Her research has been published in economics, management, and political science journals (Journal of Public Economics, Management Science, Games and Economic Behavior, British Journal of Political Science) and won the 2016 Midwest Political Science Association Best Paper in Comparative Politics Award. Her work is currently supported by the NSF and the Heinz Endowment.

About the Series:

Launched in 2008, the CITRIS Research Exchange delivers fresh perspectives on information technology and society from distinguished academic, industry, and civic leaders. Join us this spring to celebrate 10 years of innovative ideas and dialogue.

Learn more about CITRIS and the Banatao Institute at the University of California.

News Coverage for PittSmartLiving Project

Our project and, in particular, our PittSmartLiving display in the City-County Building has been featured in a great article about Digital Signage for Transport by Samsung. In the article, an expert panel discussed the biggest talking points for digital signage and transport industries, from user experience to return on investment (ROI).

In the article, Sandra Baer, President of Personal Cities said:

In terms of US cities, Seattle and Pittsburgh are great examples of digital signage for transport.

With Pittsburgh, I’m particularly excited by their collaboration with TransitScreen who offers real-time displays of transport information. The PittSmartLiving initiative utilizes TransitScreen’s data feeds to help residents and visitors navigate the city, even when they are not in a transport hub. For example, in the lobby of the City-County Building, light rail arrival times for the nearby Steel Plaza station (and much more) are publicly displayed.

Navigating an urban environment beyond the shortest path

The first thing that comes to someone’s mind when the term Smart City is thrown around, is efficiency! Efficiency in energy consumption, efficiency in city government operations, efficiency in transportation and so on. Efficiency in transportation has become synonymous to fast/short transportation. But is this really making us, the city-dwellers, smart(er)? Isn’t this making us prisoners of time? Is this what we really want from our cities of the future? Efficiency? For sure efficiency in some (many) aspects is top priority (e.g., energy), but when it comes to navigating through the urban fabric efficiency should not be our top priority. Cities are living organisms and people are the nutrients that they need to survive and thrive. Consequently, following always the same efficient paths will lead to inadequate nutrition of specific parts of the city. Not to mention that this minimizes serendipity (and potentially your chance of finding love as Ariel Sabar describes in “Heart of the City: Nine Stories of Love and Serendipity on the Streets of New York“)

Daniele Quercia and his colleagues developed alternatives to shortest path routing, by considering routes that make people feel happy, routes that are filled with delightful smells (e.g., the smell of a bakery early in the morning) and routes that allow you to experience the city through its sounds. This was a breakthrough in urban way finding and inspired us to take it a step further. Why focus on a single objective for navigation? After all if we focus on a single objective most probably we are still minimizing serendipity, since the path that makes us the happiest will always do so! How about if we really have to be at school by 5pm but at the same time we want to increase our exposure to trees, or to street art? This is an example of multi-objective routing, where we want to find paths that optimize two (or potentially even more) objectives. There are several challenges associated with the problem of multi-objective routing with the two most important being:

  1. Many times the two objectives are conflicting, for the simple fact that a longer path will have more of everything (trees, street art, etc.).
  2. There are many many paths connecting two points in a city and each one of these provides different tradeoffs between the two objectives. However, we cannot show all these paths (possibly tenths or even hundreds) of paths to a dweller.

Luckily we have developed an algorithmic approach that is able identify a small set of paths that capture the different trade-offs that are possible given the structure of the road network. While one can see the technical paper for details, the main idea is to identify what we call non-dominated or Pareto optimal paths. These are paths for which there are no other paths that are better with respect to all the objectives of interest! To visualize that we can assume that every path is characterized by two values, x and y, that represent the performance of the path with regards to the two objectives. Let us assume that we are interested in maximizing the x-objective and minimizing the y-objective. If we plot the values for every pair of possible paths between our original and destination we will get a plot like the following:

Screen Shot 2018-03-19 at 8.34.14 PM.png

We are interested in paths that lay on the red line (called Pareto frontier or skyline, depending on the field literature you are reading). In this artificial example, there are only few paths on the frontier, but in a real network, there can be tenths or hundreds of paths. We have developed an algorithm for choosing a small number of them (7-10) that covers all the major tradeoffs. For example, the two points in the orange circle practically offer similar tradeoffs between the two objectives and hence, we can return to the user one of them.

Application

We have used our algorithm to provide paths in the city of Pittsburgh that offer tradeoff between length and exposure to trees! For the latter, we used a nice dataset recently released that includes information for the trees cared for and managed by the city’s  Department of Public Works Forestry Division.  Hence, our objective is to minimize the length of the path, while maximizing the exposure to trees, making for a relaxing path. For example, let us assume that we want to go from Oakland to Shadyside. There are many paths to follow and the following map shows 4 of them (the ones returned by our algorithm).  The user can choose between the shortest path (the blue one), which is also the one with the smallest exposure to green, or the greenest path (the…green path), which is also the longest path! We also offer the user the choice of two other paths (red and black) that are neither the shortest nor the greenest, but they are non-dominated (i.e., would provide a good tradeoff)!

Screen Shot 2018-03-19 at 8.44.03 PM.png

One can think of several other objectives that can be included such as safety of biking/driving (e.g., due to a snowstorm), exposure to historic landmarks, exposure to places with personal significance to the user etc. The possibilities are only limited by the  data available to us!

This research is part of the PittSmartLiving project, which aims to put humans into the center of urban navigation and cyber-physical systems in general, and facilitate the design if systems that are truly smart – both technically but also socially!

Five things we have learned about incentives

Will people wait 30 minutes for the next bus, if they can get $2 off from the sandwich shop across the street? What if it’s raining? What if the Penguins have just lost a game? Researchers in the PittSmartLiving project are trying to understand how external and internal factors (such as weather and emotions) affect how we trade off time and money. These questions not only help us understand more about human behaviors, but also are the key to develop solution to transform Pittsburgh into a smart and sustainable city. This is the idea behind our NSF-funded project that seeks to simultaneously fuel up marketplace and multimodal mobility with a smart mobile app and data analytics.

Our initial survey, conducted in February 2017 through the University Center for Social and Urban Research (UCSUR) with close to 900 Pittsburghers, reveals some interesting things about incentives:

  1. Reliable information means more than money:

65% of our respondents said they would use public transit if they had better information on bus capacity and arrival times. Surprisingly, only 57% said the same when asked about monetary incentives.

  1. ..especially for the older population:

Most of our respondents over 60 would not change their travel behavior given monetary incentives, however, would do so when given more reliable information.

  1. Higher income = harder to change:

Regardless of the incentive offered, Income is negatively associated with the willingness to use public transit. Though we have not solved the money = happiness dilemma, it seems that more money does buy less bus tickets.

  1. More education = easier to change:

Controlling for income, age and having a car, we find that the effectiveness of incentives increases with education.

  1. Not all incentivizes are created equal: cash is the best:

64% of our respondents ranked cash incentives the highest. This preference for cash is unchanged across all income and education groups.

What’s next?

This is just a start! In the following months, we will start a series of studies focusing on how people make day to day decisions with regards to time and money. We will examine these questions through survey, controlled experiments in the lab, and novel field experiments. Stay tuned! (Feel free to follow us on twitter and/or contact us)

 

Postdoc Position in Economics and Computer Science

The Graduate School of Public and International Affairs at the University of Pittsburgh has an opening for a 2-year post-doc position in Mechanism Design for Social Applications, with a possible extension to the third year. This position supports collaboration between GSPIA and the School of Computing and Information (SCI).

 The collaboration includes Pitt Smart Living, a project funded by a $1.4M National Science Foundation grant: ‘Building a Smart City Economy and Information Ecosystem to Motivate Prosocial Transportation Behavior’ (#1739413). The post-holder will play a significant role in building a marketplace around public transport, including designing time-sensitive coupons from local businesses to rebalance transit riders at rush hour.  Working with Profs Sera Linardi (experimental economics), Alexandros Labrinidis (data science), Yu-Ru Lin (computational social science), Adam Lee (data privacy) and with Prof Onur Kesten in an advisory role (Carnegie Mellon University, market design), the post holder will use theoretical modelling and lab and field experiments to:

  • investigate commuters’ response to uncertainty in travel time
  • model firms’ decision problem in offering coupons,
  • match commuters to coupons

The project aims to not only publish in academic journals but also create and deploy practical applications. Other projects may include mechanism design for social work.

Candidates should have a strong background in market design.  A background in transport economics is helpful but not necessary.  The candidate should be near completion of a PhD in microeconomics, computer science or similar fields. Review of applications will begin February 18, 2018, and will continue until the position is filled. Applications should include a curriculum vitae, copies of written work, and a motivation letter addressing candidate’s broader interest in social applications of mechanism design. Two letters of reference should be sent directly by the referees. Applications and request for further information can be sent by e-mail to: Prof. Sera Linardi (linardi@pitt.edu)