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Natural hazard risk management is a demanding interdisciplinary task. It requires domain knowledge, integration of robust computational methods, and effective use of complex datasets. However, existing solutions tend to focus on specific aspects, data, or methods, limiting their impact and applicability. Here, we present a general data-driven framework to support risk assessment and policy making illustrating its usage in the context of fire hazard by integrating three unique datasets of fire behavior, street network, and census data for the whole state of California. We show that integrating spatial complexity by including a fire behavior layer and a socio-demographic layer changes the universal function observed in previous optimization frameworks that only work with the accessibility of facilities. These results open avenues for the future development of flexible interdisciplinary frameworks in natural hazards management using complex large-scale data., Comment: 17 pages, 6 figures

Properly extracting patterns of individual mobility with high resolution data sources such as the one extracted from smartphone applications offers important opportunities. Potential opportunities not offered by call detailed records (CDRs), which offer resolutions triangulated from antennas, are route choices, travel modes detection and close encounters. Nowadays, there is not a standard and large scale data set collected over long periods that allows us to characterize these. In this work we thoroughly examine the use of data from smartphone applications, also referred to as location-based services (LBS) data, to extract and understand the vehicular route choice behavior. Taking the Dallas-Fort Worth metroplex as an example, we first extract the vehicular trips with simple rules and reconstruct the origin-destination matrix by coupling the extracted vehicular trips of the active LBS users and the United States census data. We then present a method to derive the commonly used routes by individuals from the LBS traces with varying sample rate intervals. We further inspect the relation between the number of routes and the trip characteristics, including the departure time, trip length and travel time. Specifically, we consider the travel time index and buffer index for the LBS users taking different number of routes. Empirical results demonstrate that during the peak hours, travelers tend to reduce the impact of traffic congestion by taking alternative routes. Overall, the proposed data analysis framework is cost-effective to treat sparse data generated from the use of smartphones to inform routing behavior. The potential in practice is to inform demand management strategies, by targeting individual users while generating large scale estimates of congestion mitigation., Comment: 24 pages, 7 Figures

This research foregrounds general practices in travel demand research, emphasizing the need to change our ways. A critical barrier preventing travel demand literature from effectively informing policy is the volume of publications without clear, consolidated benchmarks, making it difficult for researchers and policymakers to gather insights and use models to guide decision-making. By emphasizing reproducibility and open collaboration, we aim to enhance the reliability and policy relevance of travel demand research. We present a collaborative infrastructure for transit demand prediction models, focusing on their performance during highly dynamic conditions like the COVID-19 pandemic. Drawing from over 300 published papers, we develop an open-source infrastructure with five common methodologies and assess their performance under stable and dynamic conditions. We found that the prediction error for the LSTM deep learning approach stabilized at a mean arctangent absolute percentage error (MAAPE) of about 0.12 within 1.5 months, whereas other models continued to exhibit higher error rates even a year into the pandemic. If research practices had prioritized reproducibility before the COVID-19 pandemic, transit agencies would have had clearer guidance on the best forecasting methods and quickly identified those best suited for pandemic conditions to inform operations in response to changes in transit demand. The aim of this open-source codebase is to lower the barrier for other researchers to replicate, reproduce models and build upon findings. We encourage researchers to test their own modeling approaches on this benchmarking platform, challenge the analyses conducted in this paper, and develop model specifications that can outperform those evaluated here. Further, collaborative research approaches must be expanded across travel demand modeling if we wish to impact policy and planning., Comment: 18 pages, 8 figures

The urban spatial structure represents the distribution of public and private spaces in cities and how people move within them. While it usually evolves slowly, it can change fast during large-scale emergency events, as well as due to urban renewal in rapidly developing countries. This work presents an approach to delineate such urban dynamics in quasi-real-time through a human mobility metric, the mobility centrality index $\Delta KS$. As a case study, we tracked the urban dynamics of eleven Spanish cities during the COVID-19 pandemic. Results revealed that their structures became more monocentric during the lockdown in the first wave, but kept their regular spatial structures during the second wave. To provide a more comprehensive understanding of mobility from home, we also introduce a dimensionless metric, $KS_{HBT}$, which measures the extent of home-based travel and provides statistical insights into the transmission of COVID-19. By utilizing individual mobility data, our metrics enable the detection of changes in the urban spatial structure.

The rising adoption of plug-in electric vehicles (PEVs) leads to the alignment of their electricity and their mobility demands. Therefore, transportation and power infrastructures are becoming increasingly interdependent. In this work, we uncover patterns of PEV mobility by integrating for the first time two unique data sets: (i) mobile phone activity of 1.39 million Bay Area residents and (ii) charging activity of PEVs in 580,000 sessions obtained in the same region. We present a method to estimate individual mobility of PEV drivers at fine temporal and spatial resolution integrating survey data with mobile phone data and income information obtained from census. Thereupon, we recommend changes in PEVs charging times of commuters at their work stations that take into account individual travel needs and shave the pronounced peak in power demand. Informed by the tariff of electricity, we calculate the12 monetary gains to incentivize the adoption of the recommendations. These results open avenues for planning for the future of coupled transportation and electricity needs using personalized data.

Rapid urbanization and climate change trends are intertwined with complex interactions of various social, economic, and political factors. The increased trends of disaster risks have recently caused numerous events, ranging from unprecedented category 5 hurricanes in the Atlantic Ocean to the COVID-19 pandemic. While regions around the world face urgent demands to prepare for, respond to, and to recover from such disasters, large-scale location data collected from mobile phone devices have opened up novel approaches to tackle these challenges. Mobile phone location data have enabled us to observe, estimate, and model human mobility dynamics at an unprecedented spatio-temporal granularity and scale. The COVID-19 pandemic has spurred the use of mobile phone location data for pandemic and disaster response. However, there is a lack of a comprehensive review that synthesizes the last decade of work leveraging mobile phone location data and case studies of natural hazards and epidemics. We address this gap by summarizing the existing work, and pointing promising areas and future challenges for using data to support disaster response and recovery.

In the wake of the pandemic, the inadequacy of urban sidewalks to comply with social distancing remains untackled in academy. Beyond isolated efforts (from sidewalk widenings to car-free Open Streets), there is a need for a large-scale and quantitative strategy for cities to handle the challenges that COVID-19 poses in the use of public space. The main obstacle is a generalized lack of publicly available data on sidewalk infrastructure worldwide, and thus city governments have not yet benefited from a complex systems approach of treating urban sidewalks as networks. Here, we leverage sidewalk geometries from ten cities in three continents, to first analyze sidewalk and roadbed geometries, and find that cities most often present an arrogant distribution of public space: imbalanced and unfair with respect to pedestrians. Then, we connect these geometries to build a sidewalk network --adjacent, but not assimilable to road networks, so fertile in urban science. In a no-intervention scenario, we apply percolation theory to examine whether the sidewalk infrastructure in cities can withstand the tight pandemic social distancing imposed on our streets. The resulting collapse of sidewalk networks, often at widths below three meters, calls for a cautious strategy, taking into account the interdependencies between a city's sidewalk and road networks, as any improvement for pedestrians comes at a cost for motor transport. With notable success, we propose a shared-effort heuristic that delays the sidewalk connectivity breakdown, while preserving the road network's functionality.

The era of the automobile has seriously degraded the quality of urban life through costly travel and visible environmental effects. A new urban planning paradigm must be at the heart of our roadmap for the years to come. The one where, within minutes, inhabitants can access their basic living needs by bike or by foot. In this work, we present novel insights of the interplay between the distributions of facilities and population that maximize accessibility over the existing road networks. Results in six cities reveal that travel costs could be reduced in half through redistributing facilities. In the optimal scenario, the average travel distance can be modeled as a functional form of the number of facilities and the population density. As an application of this finding, it is possible to estimate the number of facilities needed for reaching a desired average travel distance given the population distribution in a city.

Human behavior drives a range of complex social, urban, and economic systems, yet understanding its structure and dynamics at the individual level remains an open question. From credit card transactions to communications data, human behavior appears to exhibit bursts of activity driven by task prioritization and periodicity, however, current research does not offer generative models capturing these mechanisms. We propose a multivariate, periodic Hawkes process (MPHP) model that captures -- at the individual level -- the temporal clustering of human activity, the interdependence structure and co-excitation of different activities, and the periodic effects of weekly rhythms. We also propose a scalable parameter estimation technique for this model using maximum-aposteriori expectation-maximization that additionally provides estimation of latent variables revealing branching structure of an individual's behavior patterns. We apply the model to a large dataset of credit card transactions, and demonstrate the MPHP outperforms a non-homogeneous Poisson model and LDA in both statistical fit for the distribution of inter-event times and an activity prediction task.

Nowadays, 23% of the world population lives in multi-million cities. In these metropolises, criminal activity is much higher and violent than in either small cities or rural areas. Thus, understanding what factors influence urban crime in big cities is a pressing need. Mainstream studies analyse crime records through historical panel data or analysis of historical patterns combined with ecological factor and exploratory mapping. More recently, machine learning methods have provided informed crime prediction over time. However, previous studies have focused on a single city at a time, considering only a limited number of factors (such as socio-economical characteristics) and often at large spatial units. Hence, our understanding of the factors influencing crime across cultures and cities is very limited. Here we propose a Bayesian model to explore how crime is related not only to socio-economic factors but also to the built environmental (e.g. land use) and mobility characteristics of neighbourhoods. To that end, we integrate multiple open data sources with mobile phone traces and compare how the different factors correlate with crime in diverse cities, namely Boston, Bogot\'a, Los Angeles and Chicago. We find that the combined use of socio-economic conditions, mobility information and physical characteristics of the neighbourhood effectively explain the emergence of crime, and improve the performance of the traditional approaches. However, we show that the socio-ecological factors of neighbourhoods relate to crime very differently from one city to another. Thus there is clearly no "one fits all" model.

In the last decade, the digital age has sharply redefined the way we study human behavior. With the advancement of data storage and sensing technologies, electronic records now encompass a diverse spectrum of human activity, ranging from location data, phone and email communication to Twitter activity and open-source contributions on Wikipedia and OpenStreetMap. In particular, the study of the shopping and mobility patterns of individual consumers has the potential to give deeper insight into the lifestyles and infrastructure of the region. Credit card records (CCRs) provide detailed insight into purchase behavior and have been found to have inherent regularity in consumer shopping patterns; call detail records (CDRs) present new opportunities to understand human mobility, analyze wealth, and model social network dynamics. In this chapter, we jointly model the lifestyles of individuals, a more challenging problem with higher variability when compared to the aggregated behavior of city regions. Using collective matrix factorization, we propose a unified dual view of lifestyles. Understanding these lifestyles will not only inform commercial opportunities, but also help policymakers and nonprofit organizations understand the characteristics and needs of the entire region, as well as of the individuals within that region. The applications of this range from targeted advertisements and promotions to the diffusion of digital financial services among low-income groups., Comment: 8 pages, 4 figures

The spread of traffic jams in urban networks has long been viewed as a complex spatio-temporal phenomenon that often requires computationally intensive microscopic models for analysis purposes. In this study, we present a framework to describe the dynamics of congestion propagation and dissipation of traffic in cities using a simple contagion process, inspired by those used to model infectious disease spread in a population. We introduce two novel macroscopic characteristics of network traffic, namely congestion propagation rate \b{eta} and congestion dissipation rate {\mu}. We describe the dynamics of congestion propagation and dissipation using these new parameters, \b{eta}, and {\mu}, embedded within a system of ordinary differential equations, analogous to the well-known Susceptible-Infected-Recovered (SIR) model. The proposed contagion-based dynamics are verified through an empirical multi-city analysis, and can be used to monitor, predict and control the fraction of congested links in the network over time., Comment: 10 pages, 8 figures

The urban-rural divide is increasing in modern societies calling for geographical extensions of social influence modelling. Improved understanding of innovation diffusion across locations and through social connections can provide us with new insights into the spread of information, technological progress and economic development. In this work, we analyze the spatial adoption dynamics of iWiW, an Online Social Network (OSN) in Hungary and uncover empirical features about the spatial adoption in social networks. During its entire life cycle from 2002 to 2012, iWiW reached up to 300 million friendship ties of 3 million users. We find that the number of adopters as a function of town population follows a scaling law that reveals a strongly concentrated early adoption in large towns and a less concentrated late adoption. We also discover a strengthening distance decay of spread over the life-cycle indicating high fraction of distant diffusion in early stages but the dominance of local diffusion in late stages. The spreading process is modelled within the Bass diffusion framework that enables us to compare the differential equation version with an agent-based version of the model run on the empirical network. Although both models can capture the macro trend of adoption, they have limited capacity to describe the observed trends of urban scaling and distance decay. We find, however that incorporating adoption thresholds, defined by the fraction of social connections that adopt a technology before the individual adopts, improves the network model fit to the urban scaling of early adopters. Controlling for the threshold distribution enables us to eliminate the bias induced by local network structure on predicting local adoption peaks. Finally, we show that geographical features such as distance from the innovation origin and town size influence prediction of adoption peak at local scales., Comment: 21 pages, 11 figures, 4 tables

Falling oil revenues and rapid urbanization are putting a strain on the budgets of oil producing nations which often subsidize domestic fuel consumption. A direct way to decrease the impact of subsidies is to reduce fuel consumption by reducing congestion and car trips. While fuel consumption models have started to incorporate data sources from ubiquitous sensing devices, the opportunity is to develop comprehensive models at urban scale leveraging sources such as Global Positioning System (GPS) data and Call Detail Records. We combine these big data sets in a novel method to model fuel consumption within a city and estimate how it may change due to different scenarios. To do so we calibrate a fuel consumption model for use on any car fleet fuel economy distribution and apply it in Riyadh, Saudi Arabia. The model proposed, based on speed profiles, is then used to test the effects on fuel consumption of reducing flow, both randomly and by targeting the most fuel inefficient trips in the city. The estimates considerably improve baseline methods based on average speeds, showing the benefits of the information added by the GPS data fusion. The presented method can be adapted to also measure emissions. The results constitute a clear application of data analysis tools to help decision makers compare policies aimed at achieving economic and environmental goals., Comment: 11 pages, 6 figures, TRB conference

Zipf-like distributions characterize a wide set of phenomena in physics, biology, economics and social sciences. In human activities, Zipf-laws describe for example the frequency of words appearance in a text or the purchases types in shopping patterns. In the latter, the uneven distribution of transaction types is bound with the temporal sequences of purchases of individual choices. In this work, we define a framework using a text compression technique on the sequences of credit card purchases to detect ubiquitous patterns of collective behavior. Clustering the consumers by their similarity in purchases sequences, we detect five consumer groups. Remarkably, post checking, individuals in each group are also similar in their age, total expenditure, gender, and the diversity of their social and mobility networks extracted by their mobile phone records. By properly deconstructing transaction data with Zipf-like distributions, this method uncovers sets of significant sequences that reveal insights on collective human behavior., Comment: 30 pages, 26 figures

This paper presents an example of how demographical characteristics of patients influence their susceptibility to certain medical conditions. In this paper, we investigate the association of health conditions to age of patients in a heterogeneous population. We show that besides the symptoms a patients is having, the age has the potential of aiding the diagnostic process in hospitals. Working with Electronic Health Records (EHR), we show that medical conditions group into clusters that share distinctive population age densities. We use Electronic Health Records from Brazil for a period of 15 months from March of 2013 to July of 2014. The number of patients in the data is 1.7 million patients and the number of records is 47 million records. The findings has the potential of helping in a setting where an automated system undergoes the task of predicting the condition of a patient given their symptoms and demographical information., Comment: NIPS 2016 Workshop on Machine Learning for Health

Understanding the dynamics by which urban areas attract visitors is significant for urban development in cities. In addition, identifying services that relate to highly attractive districts is useful to make policies regarding the placement of such places. Thus, we present a framework for classifying districts in cities by their attractiveness to visitors, and relating Points of Interests (POIs) types to districts' attraction patterns. We used Origin-Destination matrices (ODs) mined from cell phone data that capture the flow of trips between each pair of places in Riyadh, Saudi Arabia. We define the attraction profile for a place based on three main statistical features: The amount of visitors a place received, the distribution of distance traveled by visitors on the road network, and the spatial spread of where visitors come from. We use a hierarchical clustering algorithm to classify all places in the city by their features of attraction. We detect three types of Urban Attractors in Riyadh during the morning period: Global which are significant places in the city, Downtown which the central business district and Residential attractors. In addition, we uncover what makes these places different in terms of attraction patterns. We used a statistical significance testing approach to rigorously quantify the relationship between Points of Interests (POIs) types (services) and the 3 patterns of Urban Attractors we detected. The proposed framework can be used for detecting the attraction patterns given by type of services related to each pattern. This is a critical piece of information to inform trip distribution models.

Predictive models for human mobility have important applications in many fields such as traffic control, ubiquitous computing and contextual advertisement. The predictive performance of models in literature varies quite broadly, from as high as 93% to as low as under 40%. In this work we investigate which factors influence the accuracy of next-place prediction, using a high-precision location dataset of more than 400 users for periods between 3 months and one year. We show that it is easier to achieve high accuracy when predicting the time-bin location than when predicting the next place. Moreover we demonstrate how the temporal and spatial resolution of the data can have strong influence on the accuracy of prediction. Finally we uncover that the exploration of new locations is an important factor in human mobility, and we measure that on average 20-25% of transitions are to new places, and approx. 70% of locations are visited only once. We discuss how these mechanisms are important factors limiting our ability to predict human mobility.

Information technologies today can inform each of us about the best alternatives for shortest paths from origins to destinations, but they do not contain incentives or alternatives that manage the information efficiently to get collective benefits. To obtain such benefits, we need to have not only good estimates of how the traffic is formed but also to have target strategies to reduce enough vehicles from the best possible roads in a feasible way. The opportunity is that during large events the traffic inconveniences in large cities are unusually high, yet temporary, and the entire population may be more willing to adopt collective recommendations for social good. In this paper, we integrate for the first time big data resources to quantify the impact of events and propose target strategies for collective good at urban scale. In the context of the Olympic Games in Rio de Janeiro, we first predict the expected increase in traffic. To that end, we integrate data from: mobile phones, Airbnb, Waze, and transit information, with game schedules and information of venues. Next, we evaluate the impact of the Olympic Games to the travel of commuters, and propose different route choice scenarios during the peak hours. Moreover, we gather information on the trips that contribute the most to the global congestion and that could be redirected from vehicles to transit. Interestingly, we show that (i) following new route alternatives during the event with individual shortest path can save more collective travel time than keeping the routine routes, uncovering the positive value of information technologies during events; (ii) with only a small proportion of people selected from specific areas switching from driving to public transport, the collective travel time can be reduced to a great extent. Results are presented on-line for the evaluation of the public and policy makers., Comment: 10 pages, 5 figures

Rapid advances in modern communication technology are enabling the accumulation of large-scale, high-resolution observational data of spatiotemporal movements of humans. Classification and prediction of human mobility based on the analysis of such data carry great potential in applications such as urban planning as well as being of theoretical interest. A robust theoretical framework is therefore required to study and properly understand human motion. Here we perform the eigenmode analysis of human motion data gathered from mobile communication records, which allows us to explore the scaling properties and characteristics of human motion., Comment: 6 figures

Can data from mobile phones be used to observe economic shocks and their consequences at multiple scales? Here we present novel methods to detect mass layoffs, identify individuals affected by them, and predict changes in aggregate unemployment rates using call detail records (CDRs) from mobile phones. Using the closure of a large manufacturing plant as a case study, we first describe a structural break model to correctly detect the date of a mass layoff and estimate its size. We then use a Bayesian classification model to identify affected individuals by observing changes in calling behavior following the plant's closure. For these affected individuals, we observe significant declines in social behavior and mobility following job loss. Using the features identified at the micro level, we show that the same changes in these calling behaviors, aggregated at the regional level, can improve forecasts of macro unemployment rates. These methods and results highlight promise of new data resources to measure micro economic behavior and improve estimates of critical economic indicators.

There is an increasing trend of people leaving digital traces through social media. This reality opens new horizons for urban studies. With this kind of data, researchers and urban planners can detect many aspects of how people live in cities and can also suggest how to transform cities into more efficient and smarter places to live in. In particular, their digital trails can be used to investigate tastes of individuals, and what attracts them to live in a particular city or to spend their vacation there. In this paper we propose an unconventional way to study how people experience the city, using information from geotagged photographs that people take at different locations. We compare the spatial behavior of residents and tourists in 10 most photographed cities all around the world. The study was conducted on both a global and local level. On the global scale we analyze the 10 most photographed cities and measure how attractive each city is for people visiting it from other cities within the same country or from abroad. For the purpose of our analysis we construct the users mobility network and measure the strength of the links between each pair of cities as a level of attraction of people living in one city (i.e., origin) to the other city (i.e., destination). On the local level we study the spatial distribution of user activity and identify the photographed hotspots inside each city. The proposed methodology and the results of our study are a low cost mean to characterize a touristic activity within a certain location and can help in urban organization to strengthen their touristic potential., Comment: 17 pages, 10 figures, 6 tables

Studies using massive, passively data collected from communication technologies have revealed many ubiquitous aspects of social networks, helping us understand and model social media, information diffusion, and organizational dynamics. More recently, these data have come tagged with geographic information, enabling studies of human mobility patterns and the science of cities. We combine these two pursuits and uncover reproducible mobility patterns amongst social contacts. First, we introduce measures of mobility similarity and predictability and measure them for populations of users in three large urban areas. We find individuals' visitations patterns are far more similar to and predictable by social contacts than strangers and that these measures are positively correlated with tie strength. Unsupervised clustering of hourly variations in mobility similarity identifies three categories of social ties and suggests geography is an important feature to contextualize social relationships. We find that the composition of a user's ego network in terms of the type of contacts they keep is correlated with mobility behavior. Finally, we extend a popular mobility model to include movement choices based on social contacts and compare it's ability to reproduce empirical measurements with two additional models of mobility.

Particle flows in spatial networks are susceptible to congestion. In this paper, we analyze the phase transitions of these networks to a state of congested transport and the influence of both topology and spatial dynamics on its emergence. We systematically show that the value of the critical loading rate at which congestion emerges is affected by the addition of spatial dynamics, changing the nature of this transition from a continuous to a discontinuous one. Our numerical results are confirmed by introducing an analytical solvable framework. As a case of study, we explore the implications of our findings in the San Francisco road network where we can locate the roads that originate the congested phase. These roads are the spatially constrained, and not necessarily those with high betweenness as predicted by models without spatial dynamics., Comment: 9 pages, 4 figures

Understanding network flows such as commuter traffic in large transportation networks is an ongoing challenge due to the complex nature of the transportation infrastructure and of human mobility. Here we show a first-principles based method for traffic prediction using a cost based generalization of the radiation model for human mobility, coupled with a cost-minimizing algorithm for efficient distribution of the mobility fluxes through the network. Using US census and highway traffic data we show that traffic can efficiently and accurately be computed from a range-limited, network betweenness type calculation. The model based on travel time costs captures the lognormal distribution of the traffic and attains a high Pearson correlation coefficient (0.75) when compared to real traffic. Due to its principled nature, this method can inform many applications related to human mobility driven flows in spatial networks, ranging from transportation, through urban planning to mitigation of the effects of catastrophic events., Comment: 24 pages, 6 figures. A first-principles based traffic prediction model

The estimation of commuting flows at different spatial scales is a fundamental problem for different areas of study. Many current methods rely on parameters requiring calibration from empirical trip volumes. Their values are often not generalizable to cases without calibration data. To solve this problem we develop a statistical expression to calculate commuting trips with a quantitative functional form to estimate the model parameter when empirical trip data is not available. We calculate commuting trip volumes at scales from within a city to an entire country, introducing a scaling parameter alpha to the recently proposed parameter free radiation model. The model requires only widely available population and facility density distributions. The parameter can be interpreted as the influence of the region scale and the degree of heterogeneity in the facility distribution. We explore in detail the scaling limitations of this problem, namely under which conditions the proposed model can be applied without trip data for calibration. On the other hand, when empirical trip data is available, we show that the proposed model's estimation accuracy is as good as other existing models. We validated the model in different regions in the U.S., then successfully applied it in three different countries., Comment: 25 pages, 5 figures, Scientific Reports, 4 (2014)

Rapid urbanization places increasing stress on already burdened transportation systems, resulting in delays and poor levels of service. Billions of spatiotemporal call detail records (CDRs) collected from mobile devices create new opportunities to quantify and solve these problems. However, there is a need for tools to map new data onto existing transportation infrastructure. In this work, we propose a system that leverages this data to identify patterns in road usage. First, we develop an algorithm to mine billions of calls and learn location transition probabilities of callers. These transition probabilities are then upscaled with demographic data to estimate origin-destination (OD) flows of residents between any two intersections of a city. Next, we implement a distributed incremental traffic assignment algorithm to route these flows on road networks and estimate congestion and level of service for each roadway. From this assignment, we construct a bipartite usage network by connecting census tracts to the roads used by their inhabitants. Comparing the topologies of the physical road network and bipartite usage network allows us to classify each road's role in a city's transportation network and detect causes of local bottlenecks. Finally, we demonstrate an interactive, web-based visualization platform that allows researchers, policymakers, and drivers to explore road congestion and usage in a new dimension. To demonstrate the flexibility of this system, we perform these analyses in multiple cities across the globe with diverse geographical and sociodemographic qualities. This platform provides a foundation to build congestion mitigation solutions and generate new insights into urban mobility., Comment: submitted to KDD 2014

Human mobility is a key component of large-scale spatial-transmission models of infectious diseases. Correctly modeling and quantifying human mobility is critical for improving epidemic control policies, but may be hindered by incomplete data in some regions of the world. Here we explore the opportunity of using proxy data or models for individual mobility to describe commuting movements and predict the diffusion of infectious disease. We consider three European countries and the corresponding commuting networks at different resolution scales obtained from official census surveys, from proxy data for human mobility extracted from mobile phone call records, and from the radiation model calibrated with census data. Metapopulation models defined on the three countries and integrating the different mobility layers are compared in terms of epidemic observables. We show that commuting networks from mobile phone data well capture the empirical commuting patterns, accounting for more than 87% of the total fluxes. The distributions of commuting fluxes per link from both sources of data - mobile phones and census - are similar and highly correlated, however a systematic overestimation of commuting traffic in the mobile phone data is observed. This leads to epidemics that spread faster than on census commuting networks, however preserving the order of infection of newly infected locations. Match in the epidemic invasion pattern is sensitive to initial conditions: the radiation model shows higher accuracy with respect to mobile phone data when the seed is central in the network, while the mobile phone proxy performs better for epidemics seeded in peripheral locations. Results suggest that different proxies can be used to approximate commuting patterns across different resolution scales in spatial epidemic simulations, in light of the desired accuracy in the epidemic outcome under study., Comment: Accepted fro publication in PLOS Computational Biology. Abstract shortened to fit Arxiv limits. 35 pages, 6 figures

In this paper, we combine the most complete record of daily mobility, based on large-scale mobile phone data, with detailed Geographic Information System (GIS) data, uncovering previously hidden patterns in urban road usage. We find that the major usage of each road segment can be traced to its own - surprisingly few - driver sources. Based on this finding we propose a network of road usage by defining a bipartite network framework, demonstrating that in contrast to traditional approaches, which define road importance solely by topological measures, the role of a road segment depends on both: its betweeness and its degree in the road usage network. Moreover, our ability to pinpoint the few driver sources contributing to the major traffic flow allows us to create a strategy that achieves a significant reduction of the travel time across the entire road system, compared to a benchmark approach., Comment: 47 pages, 24 figures

Understanding the spatiotemporal distribution of people within a city is crucial to many planning applications. Obtaining data to create required knowledge, currently involves costly survey methods. At the same time ubiquitous mobile sensors from personal GPS devices to mobile phones are collecting massive amounts of data on urban systems. The locations, communications, and activities of millions of people are recorded and stored by new information technologies. This work utilizes novel dynamic data, generated by mobile phone users, to measure spatiotemporal changes in population. In the process, we identify the relationship between land use and dynamic population over the course of a typical week. A machine learning classification algorithm is used to identify clusters of locations with similar zoned uses and mobile phone activity patterns. It is shown that the mobile phone data is capable of delivering useful information on actual land use that supplements zoning regulations., Comment: To be presented at ACM UrbComp2012

Introduced in its contemporary form by George Kingsley Zipf in 1946, but with roots that go back to the work of Gaspard Monge in the 18th century, the gravity law is the prevailing framework to predict population movement, cargo shipping volume, inter-city phone calls, as well as bilateral trade flows between nations. Despite its widespread use, it relies on adjustable parameters that vary from region to region and suffers from known analytic inconsistencies. Here we introduce a stochastic process capturing local mobility decisions that helps us analytically derive commuting and mobility fluxes that require as input only information on the population distribution. The resulting radiation model predicts mobility patterns in good agreement with mobility and transport patterns observed in a wide range of phenomena, from long-term migration patterns to communication volume between different regions. Given its parameter-free nature, the model can be applied in areas where we lack previous mobility measurements, significantly improving the predictive accuracy of most of phenomena affected by mobility and transport processes., Comment: Main text and supplementary information

While there has been much work examining the affects of social network structure on innovation adoption, models to date have lacked important features such as meta-populations reflecting real geography or influence from mass media forces. In this article, we show these are features crucial to producing more accurate predictions of a social contagion and technology adoption at the city level. Using data from the adoption of the popular micro-blogging platform, Twitter, we present a model of adoption on a network that places friendships in real geographic space and exposes individuals to mass media influence. We show that homopholy both amongst individuals with similar propensities to adopt a technology and geographic location are critical to reproduce features of real spatiotemporal adoption. Furthermore, we estimate that mass media was responsible for increasing Twitter's user base two to four fold. To reflect this strength, we extend traditional contagion models to include an endogenous mass media agent that responds to those adopting an innovation as well as influencing agents to adopt themselves.

The fast growing market for smart phones coupled with their almost continuous online presence makes these devices the new targets of virus writers. It has been recently found that the topological spread of MMS (Multimedia Message Services) viruses is highly restricted by the underlying fragmentation of the call graph. In this paper, we study MMS viruses under another type of spreading behavior: scanning. We find that hybrid MMS viruses including some level of scanning are more dangerous to the mobile community than their standard topological counterparts. However, the effectiveness of both scanning and topological behaviors in MMS viruses can generally be limited by two controlling methods: (i) decreasing susceptible handsets' market share (OS it runs) and (ii) improving monitoring capacity to limit the frequency in which MMS messages can be sent by the mobile viruses., Comment: 19 pages, 6 figures

Social groups are fundamental building blocks of human societies. While our social interactions have always been constrained by geography, it has been impossible, due to practical difficulties, to evaluate the nature of this restriction on social group structure. We construct a social network of individuals whose most frequent geographical locations are also known. We also classify the individuals into groups according to a community detection algorithm. We study the variation of geographical span for social groups of varying sizes, and explore the relationship between topological positions and geographic positions of their members. We find that small social groups are geographically very tight, but become much more clumped when the group size exceeds about 30 members. Also, we find no correlation between the topological positions and geographic positions of individuals within network communities. These results suggest that spreading processes face distinct structural and spatial constraints., Comment: 10 pages, 5 figures

We propose new probabilistic models for the spatial distribution of supply and demand and use the models to determine how the trip length distribution is affected by the relative shortage or excess of supply, the spatial clustering of supply and demand, and the degree of attraction or repulsion between supply and demand at different spatial scales. The models have a multiplicative structure and in certain cases possess scale invariance properties. Using detailed population data in metropolitan US regions validates the demand model. The trip length distribution, evaluated under destination choice models of the intervening opportunities type, has quasi-analytic form.We take advantage of this feature to study the sensitivity of the trip length distribution to parameters of the demand, supply and destination choice models. We find that trip length is affected in important but different ways by the spatial density of potential destinations, the dependence among their attractiveness levels, and the correlation between supply and demand at different spatial scales.

We investigate in detail a recent model of colliding mobile agents [Phys. Rev. Lett.~96, 088702], used as an alternative approach to construct evolving networks of interactions formed by the collisions governed by suitable dynamical rules. The system of mobile agents evolves towards a quasi-stationary state which is, apart small fluctuations, well characterized by the density of the system and the residence time of the agents. The residence time defines a collision rate and by varying the collision rate, the system percolates at a critical value, with the emergence of a giant cluster whose critical exponents are the ones of two-dimensional percolation. Further, the degree and clustering coefficient distributions and the average path length show that the network associated with such a system presents non-trivial features which, depending on the collision rule, enables one not only to recover the main properties of standard networks, such as exponential, random and scale-free networks, but also to obtain other topological structures. Namely, we show a specific example where the obtained structure has topological features which characterize accurately the structure and evolution of social networks in different contexts, ranging from networks of acquaintances to networks of sexual contacts., Comment: 12 pages, 17 figures

We investigate the clustering ability in bipartite networks where cycles of size three are absent and therefore the standard definition of clustering coefficient cannot be used. Instead, we use another coefficient given by the fraction of cycles with size four, showing that both coefficients yield the same clustering properties. The new coefficient is computed for two networks of sexual contacts, one monopartite and another bipartite. In both cases the clustering ability is similar. Furthermore, combining both clustering coefficients we deduce an expression for estimating cycles of larger size, which improves previous estimations and is suitable for either monopartite and multipartite networks., Comment: Revtex, 7 pages, 7 figures