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Abstract The description of human mobility is at the core of many fundamental applications ranging from urbanism and transportation to epidemics containment. Data about human movements, once scarce, is now widely available thanks to new sources such as phone call detail records, GPS devices, or Smartphone apps. Nevertheless, it is still common to rely on a single dataset by implicitly assuming that the statistical properties observed are robust regardless of data gathering and processing techniques. Here, we test this assumption on a broad scale by comparing human mobility datasets obtained from 7 different data-sources, tracing 500+ millions individuals in 145 countries. We report wide quantifiable differences in the resulting mobility networks and in the displacement distribution. These variations impact processes taking place on these networks like epidemic spreading. Our results point to the need for disclosing the data processing and, overall, to follow good practices to ensure robust and reproducible results.

Abstract Engineering multilayer networks that efficiently connect sets of points in space is a crucial task in all practical applications that concern the transport of people or the delivery of goods. Unfortunately, our current theoretical understanding of the shape of such optimal transport networks is quite limited. Not much is known about how the topology of the optimal network changes as a function of its size, the relative efficiency of its layers, and the cost of switching between layers. Here, we show that optimal networks undergo sharp transitions from symmetric to asymmetric shapes, indicating that it is sometimes better to avoid serving a whole area to save on switching costs. Also, we analyze the real transportation networks of the cities of Atlanta, Boston, and Toronto using our theoretical framework and find that they are farther away from their optimal shapes as traffic congestion increases.

We review measures of street network structure proposed in the recent literature, establish their relevance to practice, and identify open challenges facing researchers. These measures' empirical values vary substantially across world regions and development eras, indicating street networks' geometric and topological heterogeneity.

A new study finds that city growth in the U.S. is spatially heterogeneous. Inter-city flows concentrate in core areas. Intra-city flows are generally directed towards external and low density counties of cities, and is the main contributor to urban sprawl.

Abstract Floods affected more than 2 billion people worldwide from 1998 to 2017 and their occurrence is expected to increase due to climate warming, population growth and rapid urbanization. Recent approaches for understanding the resilience of transportation networks when facing floods mostly use the framework of percolation but we show here on a realistic high-resolution flood simulation that it is inadequate. Indeed, the giant connected component is not relevant and instead, we propose to partition the road network in terms of accessibility of local towns and define new measures that characterize the impact of the flooding event. Our analysis allows to identify cities that will be pivotal during the flooding by providing to a large number of individuals critical services such as hospitalization services, food supply, etc. This approach is particularly relevant for practical risk management and will help decision makers for allocating resources in space and time.

Understanding how interurban movements can modify the spatial distribution of the population is important for transport planning but is also a fundamental ingredient for epidemic modeling. We illustrate this on vacation trips for all transportation modes in China during the Lunar New Year and compare the results for 2019 with the ones for 2020 where travel bans were applied for mitigating the spread of a novel coronavirus (COVID-19). We first show that inter-urban travel flows are broadly distributed and display both large temporal and spatial fluctuations, making their modeling very difficult. When flows are larger, they appear to be more dispersed over a larger number of origins and destinations, creating de facto hubs that can spread an epidemic at a large scale. These movements quickly induce (in about a week for this case) a very strong population concentration in a small set of cities. We characterize quantitatively the return to the initial distribution by defining a pendular ratio which allows us to show that this dynamics is in general very slow and even stopped for the 2020 Lunar New Year due to travel restrictions. Travel restrictions obviously limit the spread of the diseases between different cities, but have thus the counter-effect of keeping high concentration in a small set of cities, a priori favoring intra-city spread, unless individual contacts are strongly limited. These results shed some light on the statistics of interurban movements and how they modify the national distribution of populations, a crucial ingredient for devising effective control strategies at a national level.

Simulating nationwide realistic individual movements with a detailed geographical structure can help optimise public health policies. However, existing tools have limited resolution or can only account for a limited number of agents. We introduce Epidemap, a new framework that can capture the daily movement of more than 60 million people in a country at a building-level resolution in a realistic and computationally efficient way. By applying it to the case of an infectious disease spreading in France, we uncover hitherto neglected effects, such as the emergence of two distinct peaks in the daily number of cases or the importance of local density in the timing of arrival of the epidemic. Finally, we show that the importance of super-spreading events strongly varies over time.

The betweenness centrality is a metric commonly used in network analysis. Here the authors show that the distribution of this metric in urban street networks is invariant in the case of 97 cities. This invariance could affect network flows, dynamics and congestion management in cities.

Many human mobility studies have shown empirically long-tailed distance distributions, which are usually associated to Lévy flights. Here, the authors show that the behavior of private vehicles could be misinterpreted as Lévy flights but is fully captured by a class of accelerated random walks.

Car traffic in urban systems has been studied intensely in past decades but models are either limited to a specific aspect of traffic or applied to a specific region. Despite the importance and urgency of the problem we have a poor theoretical understanding of the parameters controlling urban car use and congestion. Here, we combine economical and transport ingredients into a statistical physics approach and propose a generic model that predicts for different cities the share of car drivers, the CO2 emitted by cars and the average commuting time. We confirm these analytical predictions on 25 major urban areas in the world, and our results suggest that urban density is not the most relevant variable controlling car-related quantities but rather are the city's area size and the density of public transport. Mitigating the traffic (and its effect such as CO2 emissions) can then be obtained by reducing the urbanized area size or, more realistically, by improving either the public transport density or its access. In particular, increasing the population density is a good idea only if it also increases the fraction of individuals having access to public transport.

The recent digitization of various historical sources opens the exciting possibility of discussing quantitatively a large number of phenomenon in social and human sciences. In particular, many datasets are structured as graphs, such as relations between individuals or settlement, roads or other infrastructures, and are usually georeferenced. The corresponding graphs are thus 'spatial networks', embedded in space and containing information which is not only topological. Spatial networks are very common, and it is important to recognize them as such, as their properties are very different from generic complex networks. In this chapter, I will discuss the most salient facts about spatial networks, how they are different from complex networks and how spatial constraints induce specific properties. The main purpose is to help understanding what is generic about spatial networks and how we can characterize them quantitatively.

The spatial distribution of income shapes the structure and organisation of cities and its understanding has broad societal implications. Despite an abundant literature, many issues remain unclear. In particular, all definitions of segregation are implicitely tied to a single indicator, usually rely on an ambiguous definition of income classes, without any consensus on how to define neighbourhoods and to deal with the polycentric organization of large cities. In this paper, we address all these questions within a unique conceptual framework. We avoid the challenge of providing a direct definition of segregation and instead start from a definition of what segregation is not. This naturally leads to the measure of representation that is able to identify locations where categories are over- or underrepresented. From there, we provide a new measure of exposure that discriminates between situations where categories co-locate or repel one another. We then use this feature to provide an unambiguous, parameter-free method to find meaningful breaks in the income distribution, thus defining classes. Applied to the 2014 American Community Survey, we find 3 emerging classes-low, middle and higher income-out of the original 16 income categories. The higher-income households are proportionally more present in larger cities, while lower-income households are not, invalidating the idea of an increased social polarisation. Finally, using the density-and not the distance to a center which is meaningless in polycentric cities-we find that the richer class is overrepresented in high density zones, especially for larger cities. This suggests that density is a relevant factor for understanding the income structure of cities and might explain some of the differences observed between US and European cities.

The advent of geolocated information and communication technologies opens the possibility of exploring how people use space in cities, bringing an important new tool for urban scientists and planners, especially for regions where data are scarce or not available. Here we apply a functional network approach to determine land use patterns from mobile phone records. The versatility of the method allows us to run a systematic comparison between Spanish cities of various sizes. The method detects four major land use types that correspond to different temporal patterns. The proportion of these types, their spatial organization and scaling show a strong similarity between all cities that breaks down at a very local scale, where land use mixing is specific to each urban area. Finally, we introduce a model inspired by Schelling's segregation, able to explain and reproduce these results with simple interaction rules between different land uses.

The pervasive use of new mobile devices has allowed a better characterization in space and time of human concentrations and mobility in general. Besides its theoretical interest, describing mobility is of great importance for a number of practical applications ranging from the forecast of disease spreading to the design of new spaces in urban environments. While classical data sources, such as surveys or census, have a limited level of geographical resolution (e.g., districts, municipalities, counties are typically used) or are restricted to generic workdays or weekends, the data coming from mobile devices can be precisely located both in time and space. Most previous works have used a single data source to study human mobility patterns. Here we perform instead a cross-check analysis by comparing results obtained with data collected from three different sources: Twitter, census, and cell phones. The analysis is focused on the urban areas of Barcelona and Madrid, for which data of the three types is available. We assess the correlation between the datasets on different aspects: the spatial distribution of people concentration, the temporal evolution of people density, and the mobility patterns of individuals. Our results show that the three data sources are providing comparable information. Even though the representativeness of Twitter geolocated data is lower than that of mobile phone and census data, the correlations between the population density profiles and mobility patterns detected by the three datasets are close to one in a grid with cells of 2×2 and 1×1 square kilometers. This level of correlation supports the feasibility of interchanging the three data sources at the spatio-temporal scales considered.

Subway systems span most large cities, and railway networks most countries in the world. These networks are fundamental in the development of countries and their cities, and it is therefore crucial to understand their formation and evolution. However, if the topological properties of these networks are fairly well understood, how they relate to population and socio-economical properties remains an open question. We propose here a general coarse-grained approach, based on a cost-benefit analysis that accounts for the scaling properties of the main quantities characterizing these systems (the number of stations, the total length, and the ridership) with the substrate's population, area and wealth. More precisely, we show that the length, number of stations and ridership of subways and rail networks can be estimated knowing the area, population and wealth of the underlying region. These predictions are in good agreement with data gathered for about 140 subway systems and more than 50 railway networks in the world. We also show that train networks and subway systems can be described within the same framework, but with a fundamental difference: while the interstation distance seems to be constant and determined by the typical walking distance for subways, the interstation distance for railways scales with the number of stations.

Community detection is an important tool for exploring and classifying the properties of large complex networks and should be of great help for spatial networks. Indeed, in addition to their location, nodes in spatial networks can have attributes such as the language for individuals, or any other socio-economical feature that we would like to identify in communities. We discuss in this paper a crucial aspect which was not considered in previous studies which is the possible existence of correlations between space and attributes. Introducing a simple toy model in which both space and node attributes are considered, we discuss the effect of space-attribute correlations on the results of various community detection methods proposed for spatial networks in this paper and in previous studies. When space is irrelevant, our model is equivalent to the stochastic block model which has been shown to display a detectability-non detectability transition. In the regime where space dominates the link formation process, most methods can fail to recover the communities, an effect which is particularly marked when space-attributes correlations are strong. In this latter case, community detection methods which remove the spatial component of the network can miss a large part of the community structure and can lead to incorrect results.

BackgroundThe highly pathogenic H5N1 avian influenza virus, which is now widespread in Southeast Asia and which diffused recently in some areas of the Balkans region and Western Europe, has raised a public alert toward the potential occurrence of a new severe influenza pandemic. Here we study the worldwide spread of a pandemic and its possible containment at a global level taking into account all available information on air travel.Methods and findingsWe studied a metapopulation stochastic epidemic model on a global scale that considers airline travel flow data among urban areas. We provided a temporal and spatial evolution of the pandemic with a sensitivity analysis of different levels of infectiousness of the virus and initial outbreak conditions (both geographical and seasonal). For each spreading scenario we provided the timeline and the geographical impact of the pandemic in 3,100 urban areas, located in 220 different countries. We compared the baseline cases with different containment strategies, including travel restrictions and the therapeutic use of antiviral (AV) drugs. We investigated the effect of the use of AV drugs in the event that therapeutic protocols can be carried out with maximal coverage for the populations in all countries. In view of the wide diversity of AV stockpiles in different regions of the world, we also studied scenarios in which only a limited number of countries are prepared (i.e., have considerable AV supplies). In particular, we compared different plans in which, on the one hand, only prepared and wealthy countries benefit from large AV resources, with, on the other hand, cooperative containment scenarios in which countries with large AV stockpiles make a small portion of their supplies available worldwide.ConclusionsWe show that the inclusion of air transportation is crucial in the assessment of the occurrence probability of global outbreaks. The large-scale therapeutic usage of AV drugs in all hit countries would be able to mitigate a pandemic effect with a reproductive rate as high as 1.9 during the first year; with AV supply use sufficient to treat approximately 2% to 6% of the population, in conjunction with efficient case detection and timely drug distribution. For highly contagious viruses (i.e., a reproductive rate as high as 2.3), even the unrealistic use of supplies corresponding to the treatment of approximately 20% of the population leaves 30%-50% of the population infected. In the case of limited AV supplies and pandemics with a reproductive rate as high as 1.9, we demonstrate that the more cooperative the strategy, the more effective are the containment results in all regions of the world, including those countries that made part of their resources available for global use.