No Arabic abstract
The spatial structure of modern cities exhibits highly diverse patterns and keeps evolving under numerous constraints. Two key dimensions have recently achieved prominence in characterizing this diversity: heterogeneity and spreading. However, modern settlements do not fill the entire heterogeneity--spreading space. Yet, the dynamic mechanisms leading to emergence of the observed layouts are unclear. Here, we assess the heterogeneity and spreading of population density in 25 Australian and 175 US cities. We observe that larger cities tend to form a cluster with a low degree of spreading and a high degree of heterogeneity, and relate this observation to the dynamic properties of intra-urban migration in these cities. In doing so, we introduce a model consistent with the relocation data which predicts such highly compact and heterogeneous structure for the majority of cities, in concordance with the actual layout data. In addition, we analyze the stability of the long-term dynamics of urban configurations with respect to changes in the mobility characteristics, such as social disposition and relocation impedance near their equilibrium states. As a result, we report three qualitatively distinct feasible phases of urban structures: uniform, monocentric, and polycentric. These phases are shown to be separated by either smooth or sharp transitions, observed in the space of suitably chosen configurational parameters. Finally, this analysis reveals that the set of all possible equilibrium configurations (configurational attractors) form a narrow region in the heterogeneity--spreading space, thus explaining the emergence of clustering patterns.
We show that the definition of the city boundaries can have a dramatic influence on the scaling behavior of the night-time light (NTL) as a function of population (POP) in the US. Precisely, our results show that the arbitrary geopolitical definition based on the Metropolitan/Consolidated Metropolitan Statistical Areas (MSA/CMSA) leads to a sublinear power-law growth of NTL with POP. On the other hand, when cities are defined according to a more natural agglomeration criteria, namely, the City Clustering Algorithm (CCA), an isometric relation emerges between NTL and population. This discrepancy is compatible with results from previous works showing that the scaling behaviors of various urban indicators with population can be substantially different for distinct definitions of city boundaries. Moreover, considering the CCA definition as more adequate than the MSA/CMSA one because the former does not violate the expected extensivity between land population and area of their generated clusters, we conclude that, without loss of generality, the CCA measures of light pollution and population could be interchangeably utilized in future studies.
Prevailing hypotheses recognize cities as super-organisms which both provides organizing principles for cities and fills the scalar gap in the hierarchical living system between ecosystems and the entire planet. However, most analogies between the traits of organisms and cities are inappropriate making the super-organism model impractical as a means to acquire new knowledge. Using a cluster analysis of 15 traits of cities and other living systems, we found that modern cities are more similar to eukaryotic cells than to multicellular organisms. Enclosed industrial systems, such as factories and greenhouses, dominate modern cities and are analogous to organelles as hotspots that provide high-flux goods and services. Therefore, we propose a super-cell city model as more appropriate than the super-organism model. In addition to the theoretical significance, our model also recognizes enclosed industrial systems as functional components that improve the vitality and sustainability of cities.
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.
Given that a group of cities follows a scaling law connecting urban population with socio-economic or infrastructural metrics (transversal scaling), should we expect that each city would follow the same behavior over time (longitudinal scaling)? This assumption has important policy implications, although rigorous empirical tests have been so far hindered by the lack of suitable data. Here, we advance the debate by looking into the temporal evolution of the scaling laws for 5507 municipalities in Brazil. We focus on the relationship between population size and two urban variables, GDP and water network length, analyzing the time evolution of the system of cities as well as their individual trajectory. We find that longitudinal (individual) scaling exponents are city-specific, but they are distributed around an average value that approaches to the transversal scaling exponent when the data are decomposed to eliminate external factors, and when we only consider cities with a sufficiently large growth rate. Such results give support to the idea that the longitudinal dynamics is a micro-scaling version of the transversal dynamics of the entire urban system. Finally, we propose a mathematical framework that connects the microscopic level to global behavior, and, in all analyzed cases, we find good agreement between theoretical prediction and empirical evidence.
Despite the long history of modelling human mobility, we continue to lack a highly accurate approach with low data requirements for predicting mobility patterns in cities. Here, we present a population-weighted opportunities model without any adjustable parameters to capture the underlying driving force accounting for human mobility patterns at the city scale. We use various mobility data collected from a number of cities with different characteristics to demonstrate the predictive power of our model. We find that insofar as the spatial distribution of population is available, our model offers universal prediction of mobility patterns in good agreement with real observations, including distance distribution, destination travel constraints and flux. In contrast, the models that succeed in modelling mobility patterns in countries are not applicable in cities, which suggests that there is a diversity of human mobility at different spatial scales. Our model has potential applications in many fields relevant to mobility behaviour in cities, without relying on previous mobility measurements.