Pub Date : 2024-04-04DOI: 10.1177/23998083241242844
David Rey-Blanco, Pelayo Arbues, Fernando Lopez, Antonio Paez
This article presents an open data product with large geo-referenced micro-data sets of 2018 real estate listings in Spain. These data were originally published on the idealista.com real estate website. The observations were obtained for the three largest cities in Spain: Madrid ( n = 94,815 observations), Barcelona ( n = 61,486 observations), and Valencia ( n = 33,622 observations). The data sets include the coordinates of properties (latitude and longitude), asking prices of each listed dwelling, and several variables of indoor characteristics. The listings were enriched with official information from the Spanish cadastre (e.g., building material quality) plus other relevant geographical features, such as distance to urban points of interest. Along with the real estate listings, the data product also includes neighborhood boundaries for each city. The data product is offered as a fully documented R package and is available for scientific and educational purposes, particularly for geo-spatial studies.
{"title":"A geo-referenced micro-data set of real estate listings for Spain’s three largest cities","authors":"David Rey-Blanco, Pelayo Arbues, Fernando Lopez, Antonio Paez","doi":"10.1177/23998083241242844","DOIUrl":"https://doi.org/10.1177/23998083241242844","url":null,"abstract":"This article presents an open data product with large geo-referenced micro-data sets of 2018 real estate listings in Spain. These data were originally published on the idealista.com real estate website. The observations were obtained for the three largest cities in Spain: Madrid ( n = 94,815 observations), Barcelona ( n = 61,486 observations), and Valencia ( n = 33,622 observations). The data sets include the coordinates of properties (latitude and longitude), asking prices of each listed dwelling, and several variables of indoor characteristics. The listings were enriched with official information from the Spanish cadastre (e.g., building material quality) plus other relevant geographical features, such as distance to urban points of interest. Along with the real estate listings, the data product also includes neighborhood boundaries for each city. The data product is offered as a fully documented R package and is available for scientific and educational purposes, particularly for geo-spatial studies.","PeriodicalId":11863,"journal":{"name":"Environment and Planning B: Urban Analytics and City Science","volume":"4 1","pages":""},"PeriodicalIF":3.5,"publicationDate":"2024-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140598052","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-04-04DOI: 10.1177/23998083241241598
Ehsan Hamzei, Laure De Cock, Martin Tomko, Nico Van de Weghe, Stephan Winter
This paper presents a graph model that simultaneously stores route and configurational information about indoor spaces. Existing indoor information models either capture route information to compute shortest paths and to generate route descriptions (i.e., answering how-to-get-to questions), or they store configurational information about objects and places and their spatial relationships to enable spatial querying and inference (i.e., answering where-questions). Consequently, multiple representations of an indoor environment must be stored in information systems to address the various information needs of their users. In this paper, we propose a graph that can capture both configurational and route information in a unified manner. The graph is the dual representation of connected lines of sight, or views. Views can represent continuous movement in an indoor environment, and at the same time, the visible configurational information of each view can be explicitly captured. In this paper, we discuss the conceptual design of the model and an automatic approach to derive the view graph from floorplans. Finally, we demonstrate the capabilities of our model in performing different tasks such as calculating shortest paths, generating route descriptions, and deriving place graphs.
{"title":"Indoor view graph: A model to capture route and configurational information","authors":"Ehsan Hamzei, Laure De Cock, Martin Tomko, Nico Van de Weghe, Stephan Winter","doi":"10.1177/23998083241241598","DOIUrl":"https://doi.org/10.1177/23998083241241598","url":null,"abstract":"This paper presents a graph model that simultaneously stores route and configurational information about indoor spaces. Existing indoor information models either capture route information to compute shortest paths and to generate route descriptions (i.e., answering how-to-get-to questions), or they store configurational information about objects and places and their spatial relationships to enable spatial querying and inference (i.e., answering where-questions). Consequently, multiple representations of an indoor environment must be stored in information systems to address the various information needs of their users. In this paper, we propose a graph that can capture both configurational and route information in a unified manner. The graph is the dual representation of connected lines of sight, or views. Views can represent continuous movement in an indoor environment, and at the same time, the visible configurational information of each view can be explicitly captured. In this paper, we discuss the conceptual design of the model and an automatic approach to derive the view graph from floorplans. Finally, we demonstrate the capabilities of our model in performing different tasks such as calculating shortest paths, generating route descriptions, and deriving place graphs.","PeriodicalId":11863,"journal":{"name":"Environment and Planning B: Urban Analytics and City Science","volume":"58 1","pages":""},"PeriodicalIF":3.5,"publicationDate":"2024-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140598482","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-04-01DOI: 10.1177/23998083241242883
Elena Lutz, Michael Wicki, David Kaufmann
Densification is a key concept in contemporary urban planning. Yet, there are widespread concerns about densification causing displacement and gentrification. This paper examines densification around train stations—a prevalent form of transit-oriented development (TOD) in cities with established public transit systems—in the Canton of Zurich, Switzerland. We assess the effects of densification around train stations on the socioeconomic population composition in these areas and investigate three different potential displacement effects. Leveraging 1.8 million linked person-housing unit observations for all individuals within our study perimeter, we provide a more nuanced understanding of densification’s effects on the population composition and displacement than prior research. Our findings reveal that even though densification increases the absolute number of low-income residents, it primarily benefits middle- and high-income households. Specifically, there is a decline in the share of low-income residents, attributed to the influx of younger high-income individuals. Moreover, incumbent low-income residents experience an increased risk of direct displacement due to housing demolitions. These outcomes highlight the limitations of TOD strategies in mitigating persistent socioeconomic disparities in public transit access, emphasizing the need for more comprehensive measures to address the challenges of equitable housing and public transit accessibility.
密集化是当代城市规划的一个重要概念。然而，人们普遍担心密集化会导致流离失所和贵族化。本文研究了瑞士苏黎世州火车站周围的密集化问题--在拥有成熟公共交通系统的城市中，这是一种普遍的公交导向开发（TOD）形式。我们评估了火车站周边密集化对这些地区社会经济人口构成的影响，并研究了三种不同的潜在迁移效应。通过对研究范围内所有个人的 180 万个相关联的人-住房单位进行观察，我们对密集化对人口构成和迁移的影响有了比以往研究更加细致入微的了解。我们的研究结果表明，尽管密集化增加了低收入居民的绝对数量，但它主要惠及中高收入家庭。具体来说，低收入居民的比例有所下降，这归因于年轻高收入人群的涌入。此外，由于房屋拆迁，原有的低收入居民直接流离失所的风险增加。这些结果凸显了 TOD 战略在缓解公共交通出行方面持续存在的社会经济差距方面的局限性，强调需要采取更全面的措施来应对公平住房和公共交通出行方面的挑战。
{"title":"Creating inequality in access to public transit? Densification, gentrification, and displacement","authors":"Elena Lutz, Michael Wicki, David Kaufmann","doi":"10.1177/23998083241242883","DOIUrl":"https://doi.org/10.1177/23998083241242883","url":null,"abstract":"Densification is a key concept in contemporary urban planning. Yet, there are widespread concerns about densification causing displacement and gentrification. This paper examines densification around train stations—a prevalent form of transit-oriented development (TOD) in cities with established public transit systems—in the Canton of Zurich, Switzerland. We assess the effects of densification around train stations on the socioeconomic population composition in these areas and investigate three different potential displacement effects. Leveraging 1.8 million linked person-housing unit observations for all individuals within our study perimeter, we provide a more nuanced understanding of densification’s effects on the population composition and displacement than prior research. Our findings reveal that even though densification increases the absolute number of low-income residents, it primarily benefits middle- and high-income households. Specifically, there is a decline in the share of low-income residents, attributed to the influx of younger high-income individuals. Moreover, incumbent low-income residents experience an increased risk of direct displacement due to housing demolitions. These outcomes highlight the limitations of TOD strategies in mitigating persistent socioeconomic disparities in public transit access, emphasizing the need for more comprehensive measures to address the challenges of equitable housing and public transit accessibility.","PeriodicalId":11863,"journal":{"name":"Environment and Planning B: Urban Analytics and City Science","volume":"37 1","pages":""},"PeriodicalIF":3.5,"publicationDate":"2024-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140598061","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-26DOI: 10.1177/23998083241240195
Priyanka Verma, Grant McKenzie
In recent years we have witnessed explosive growth in the shared, free-floating, electric scooter industry. While still controversial in many North American cities, a number of large e-scooter operators have managed to carve out a piece of the urban transportation landscape. As these vehicles shift from novelty services to increasingly reliable modes of short personal travel, the discussion has turned to investigating who exactly benefits from these micromobility services and who are being left behind. Though population surveys have been administered to identify the socio-demographic characteristics of e-scooter riders in the past, little work has linked these characteristics through trips, or investigated the regional variation in these demographic factors. In this work we explore the variability and similarities in e-scooter rider characteristics across three major U.S. cities. To accomplish this, we apply a Moran’s Eigenvector Spatial Filtering linear regression model and compare our results to more commonly used spatial regression approaches. Our results indicate that the spatial filtering approach outperforms other methods in identifying socio-demographic characteristics of e-scooter users, across multiple regions. We find that many socio-demographics associated with e-scooter usage are regionally variant, despite younger users making up the core user base in all cities. There are variations in usage based on gender, income, and race across cities with Black and Hispanic populations remaining underserved. The implications of these findings are discussed.
{"title":"Regional comparison of socio-demographic variation in urban E-scooter usage","authors":"Priyanka Verma, Grant McKenzie","doi":"10.1177/23998083241240195","DOIUrl":"https://doi.org/10.1177/23998083241240195","url":null,"abstract":"In recent years we have witnessed explosive growth in the shared, free-floating, electric scooter industry. While still controversial in many North American cities, a number of large e-scooter operators have managed to carve out a piece of the urban transportation landscape. As these vehicles shift from novelty services to increasingly reliable modes of short personal travel, the discussion has turned to investigating who exactly benefits from these micromobility services and who are being left behind. Though population surveys have been administered to identify the socio-demographic characteristics of e-scooter riders in the past, little work has linked these characteristics through trips, or investigated the regional variation in these demographic factors. In this work we explore the variability and similarities in e-scooter rider characteristics across three major U.S. cities. To accomplish this, we apply a Moran’s Eigenvector Spatial Filtering linear regression model and compare our results to more commonly used spatial regression approaches. Our results indicate that the spatial filtering approach outperforms other methods in identifying socio-demographic characteristics of e-scooter users, across multiple regions. We find that many socio-demographics associated with e-scooter usage are regionally variant, despite younger users making up the core user base in all cities. There are variations in usage based on gender, income, and race across cities with Black and Hispanic populations remaining underserved. The implications of these findings are discussed.","PeriodicalId":11863,"journal":{"name":"Environment and Planning B: Urban Analytics and City Science","volume":"32 1","pages":""},"PeriodicalIF":3.5,"publicationDate":"2024-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140302233","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-26DOI: 10.1177/23998083241241842
Jiacheng Chang, Guoqi Li, Wenjie Sun, Nannan He, Guopeng Du
Waybill data can reflect the transport process of express delivery in different cities, providing an important basis for revealing intercity logistics connectivity. However, current research neglects the critical function of routing information in waybill data, making it difficult to realistically represent intercity connectivity in the express delivery network. This study uses waybill big data with routing information to map the spatial distribution and network structures of intercity express delivery networks in China, and identifies three main types of network communities: interprovincial communities, regional hub communities, and corridor pattern communities, so that a more accurate and realistic representation of intercity connectivity can be presented.
{"title":"Geo-visualisation of the community structure of intercity express delivery network in China based on waybill big data","authors":"Jiacheng Chang, Guoqi Li, Wenjie Sun, Nannan He, Guopeng Du","doi":"10.1177/23998083241241842","DOIUrl":"https://doi.org/10.1177/23998083241241842","url":null,"abstract":"Waybill data can reflect the transport process of express delivery in different cities, providing an important basis for revealing intercity logistics connectivity. However, current research neglects the critical function of routing information in waybill data, making it difficult to realistically represent intercity connectivity in the express delivery network. This study uses waybill big data with routing information to map the spatial distribution and network structures of intercity express delivery networks in China, and identifies three main types of network communities: interprovincial communities, regional hub communities, and corridor pattern communities, so that a more accurate and realistic representation of intercity connectivity can be presented.","PeriodicalId":11863,"journal":{"name":"Environment and Planning B: Urban Analytics and City Science","volume":"1 1","pages":""},"PeriodicalIF":3.5,"publicationDate":"2024-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140302174","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-22DOI: 10.1177/23998083241241570
Géza Tóth
Reviving the idea of the ancient Olympics, the modern Olympic Games were held in Athens in 1896 after 1503 years. The first Winter Olympics were organized in 1924 by the French town of Chamonix. In 2024, the 30th Summer Olympics will be held. On the occasion of this, I created my map, on which I depicted the countries of the world in terms of their medals won at the Summer and Winter Olympics.
{"title":"Spatial pattern of Olympic medals","authors":"Géza Tóth","doi":"10.1177/23998083241241570","DOIUrl":"https://doi.org/10.1177/23998083241241570","url":null,"abstract":"Reviving the idea of the ancient Olympics, the modern Olympic Games were held in Athens in 1896 after 1503 years. The first Winter Olympics were organized in 1924 by the French town of Chamonix. In 2024, the 30th Summer Olympics will be held. On the occasion of this, I created my map, on which I depicted the countries of the world in terms of their medals won at the Summer and Winter Olympics.","PeriodicalId":11863,"journal":{"name":"Environment and Planning B: Urban Analytics and City Science","volume":"16 1","pages":""},"PeriodicalIF":3.5,"publicationDate":"2024-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140203650","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-14DOI: 10.1177/23998083241239383
Sara Lanini-Maggi, Martin Lanz, Christopher Hilton, Sara Irina Fabrikant
The colour blue often elicits feelings of calmness and contentment, for which evidence has largely been provided in daytime settings. It is unclear whether pathways illuminated in blue, for example, in urban recreational park areas at night confers the same positive impact on night time park visitors. To tackle this open empirical question, we investigated how adding blue self-luminous pavement to park lighting at night time affects park visitors’ emotions compared to conventional white street light illumination. Our goal is to inform design decisions aimed at enhancing the emotional well-being of people outdoors at night in urban environments. Participants’ emotional response was captured at four different time points while watching a video of a walk in a virtual urban park at night, which was lit with white street lights only or with the addition of blue luminescent pavement on the walked paths (between-subject design). To capture visitor’s emotions, we used a simplified version of the Geneva Emotion Wheel (GEW) instrument and online facial expression recognition technology as subjective (self-reports) and objective (physiological) measures of emotion, respectively. The results of the GEW self-reports showed that the addition of a blue self-luminous pavement in a park during night time yielded more positive affect than standard white lighting in park visitors for the first half of the walk. In the second half of the walk through the park, participants’ affective states seemed to equalize between the two lighting conditions. In contrast, sensory data on facial expressions indicated no difference between participants’ emotional states over the whole walk in the two experimental conditions. Consistent with the positive emotional state perceived in the second half of the walk, the state of relaxation experienced after the walk also did not differ between the two lighting conditions. Furthermore, participants’ relaxation judgements after the park walk were more negative overall for females than the more neutral ratings of males. Our results highlight the importance of lighting colour at night for the design of future affect-smart cities that may consider individual and group characteristics with the ultimate intent of promoting public well-being.
{"title":"The positive effect of blue luminescent pathways on urban park visitor’s affective states: A virtual reality online study measuring facial expressions and self-reports","authors":"Sara Lanini-Maggi, Martin Lanz, Christopher Hilton, Sara Irina Fabrikant","doi":"10.1177/23998083241239383","DOIUrl":"https://doi.org/10.1177/23998083241239383","url":null,"abstract":"The colour blue often elicits feelings of calmness and contentment, for which evidence has largely been provided in daytime settings. It is unclear whether pathways illuminated in blue, for example, in urban recreational park areas at night confers the same positive impact on night time park visitors. To tackle this open empirical question, we investigated how adding blue self-luminous pavement to park lighting at night time affects park visitors’ emotions compared to conventional white street light illumination. Our goal is to inform design decisions aimed at enhancing the emotional well-being of people outdoors at night in urban environments. Participants’ emotional response was captured at four different time points while watching a video of a walk in a virtual urban park at night, which was lit with white street lights only or with the addition of blue luminescent pavement on the walked paths (between-subject design). To capture visitor’s emotions, we used a simplified version of the Geneva Emotion Wheel (GEW) instrument and online facial expression recognition technology as subjective (self-reports) and objective (physiological) measures of emotion, respectively. The results of the GEW self-reports showed that the addition of a blue self-luminous pavement in a park during night time yielded more positive affect than standard white lighting in park visitors for the first half of the walk. In the second half of the walk through the park, participants’ affective states seemed to equalize between the two lighting conditions. In contrast, sensory data on facial expressions indicated no difference between participants’ emotional states over the whole walk in the two experimental conditions. Consistent with the positive emotional state perceived in the second half of the walk, the state of relaxation experienced after the walk also did not differ between the two lighting conditions. Furthermore, participants’ relaxation judgements after the park walk were more negative overall for females than the more neutral ratings of males. Our results highlight the importance of lighting colour at night for the design of future affect-smart cities that may consider individual and group characteristics with the ultimate intent of promoting public well-being.","PeriodicalId":11863,"journal":{"name":"Environment and Planning B: Urban Analytics and City Science","volume":"56 1","pages":""},"PeriodicalIF":3.5,"publicationDate":"2024-03-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140149612","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-09DOI: 10.1177/23998083241235978
Peter Schön, Eva Heinen, Vegar Rangul, Erik R Sund, Bendik Manum
Active travel to school (ATS) is promoted due to its benefits for health, mental well-being and the environment. Although the impact of the urban form on ATS has been extensively researched, findings have remained contradictory. Existing studies have mainly relied on aggregated, area-based measures, scarcely applying disaggregated, network-based measures of accessibility, street configurations, connectivity or urban density. This study addresses issues related to aggregation and the lack of ATS-specific network measures to evaluate the connectivity of routes to school. We examined the associations of route betweenness, reach and weighted reach with ATS, while adjusting for age, gender, traffic and proximity to school. Population data are disaggregated within a 50-m accuracy of address points. We introduce ‘route betweenness’, a new network-based measure for assessing the connectivity of entire shortest routes. We measured network accessibility around homes as reach (i.e., the number of streets reached through the network), and urban density as weighted reach (i.e., as the floor area or population accessible within walk-/cyclable distances). ATS was measured through self-reported walking or cycling to school (yes or no). The results show positive associations of route betweenness with ATS. The findings further indicate that, whilst higher connectivity and accessibility around home can increase ATS, the connectivity of the network along the way to school, as grasped by route betweenness, is even more important.
{"title":"The impact of street network connectivity on active school travel: Norway’s HUNT study","authors":"Peter Schön, Eva Heinen, Vegar Rangul, Erik R Sund, Bendik Manum","doi":"10.1177/23998083241235978","DOIUrl":"https://doi.org/10.1177/23998083241235978","url":null,"abstract":"Active travel to school (ATS) is promoted due to its benefits for health, mental well-being and the environment. Although the impact of the urban form on ATS has been extensively researched, findings have remained contradictory. Existing studies have mainly relied on aggregated, area-based measures, scarcely applying disaggregated, network-based measures of accessibility, street configurations, connectivity or urban density. This study addresses issues related to aggregation and the lack of ATS-specific network measures to evaluate the connectivity of routes to school. We examined the associations of route betweenness, reach and weighted reach with ATS, while adjusting for age, gender, traffic and proximity to school. Population data are disaggregated within a 50-m accuracy of address points. We introduce ‘route betweenness’, a new network-based measure for assessing the connectivity of entire shortest routes. We measured network accessibility around homes as reach (i.e., the number of streets reached through the network), and urban density as weighted reach (i.e., as the floor area or population accessible within walk-/cyclable distances). ATS was measured through self-reported walking or cycling to school (yes or no). The results show positive associations of route betweenness with ATS. The findings further indicate that, whilst higher connectivity and accessibility around home can increase ATS, the connectivity of the network along the way to school, as grasped by route betweenness, is even more important.","PeriodicalId":11863,"journal":{"name":"Environment and Planning B: Urban Analytics and City Science","volume":"82 1","pages":""},"PeriodicalIF":3.5,"publicationDate":"2024-03-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140072643","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-06DOI: 10.1177/23998083241237308
Matteo Mazzamurro, Weisi Guo
A system of cities is morphologically polycentric when its cities are similarly sized and evenly spaced across its territory. In this paper, we adapt established spatial interaction models and entropy-based measures of heterogeneity of weighted networks to the problem of measuring morphological polycentricity. We study the evolution of the morphological polycentricity of the system of English and Welsh towns from 1851 to 1881, a period characterised by rapid urbanisation and expansion of railways. Our approach enables us to account for morphological aspects of the system that are often neglected by existing measures of morphological polycentricity, such as the evolution of transport infrastructure and its impact on travel distances. We show that the trend towards a greater concentration of the population in fewer urban centres in England and Wales was accompanied by a more diverse network of connections and potential intercity interactions.
{"title":"Network-entropy-based morphological polycentricity in 1851-1881 England and Wales","authors":"Matteo Mazzamurro, Weisi Guo","doi":"10.1177/23998083241237308","DOIUrl":"https://doi.org/10.1177/23998083241237308","url":null,"abstract":"A system of cities is morphologically polycentric when its cities are similarly sized and evenly spaced across its territory. In this paper, we adapt established spatial interaction models and entropy-based measures of heterogeneity of weighted networks to the problem of measuring morphological polycentricity. We study the evolution of the morphological polycentricity of the system of English and Welsh towns from 1851 to 1881, a period characterised by rapid urbanisation and expansion of railways. Our approach enables us to account for morphological aspects of the system that are often neglected by existing measures of morphological polycentricity, such as the evolution of transport infrastructure and its impact on travel distances. We show that the trend towards a greater concentration of the population in fewer urban centres in England and Wales was accompanied by a more diverse network of connections and potential intercity interactions.","PeriodicalId":11863,"journal":{"name":"Environment and Planning B: Urban Analytics and City Science","volume":"12 1","pages":""},"PeriodicalIF":3.5,"publicationDate":"2024-03-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140057244","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-05DOI: 10.1177/23998083241237310
Anthony FJ van Raan
In this paper, we make an attempt to increase our understanding of the urban scaling phenomenon. The aim is to investigate how superlinear scaling emerges if a network increases in size and how this scaling depends on the occurrence of elements that constitute the network. To this end, we consider a city as a complex network structure and simulate this structure by the network of all publications of a research intensive university. In this simulation, the publications take the role of the city inhabitants and the concepts (terms and keywords) in the publications represent all kinds of abilities and qualities of the inhabitants. We use in this experiment all author- and database-given terms of the scientific publications of Leiden University from 2022. We calculate the co-occurrence of terms, and on the basis of these connections, we create a network and let this network grow by successively adding publications from the total set of publications. In this way, we get a series of networks with different sizes and this simulates a series of cities with different number of inhabitants. This procedure is performed for different values of the term occurrence threshold. We then analyze how four important network parameters, namely, number of terms, number of clusters, number of links, and total link strength increase with increasing size of the network. Particularly the number of network links and the total network linkage strength are in our opinion the parameters that dominate the scaling phenomenon and can be considered as a simulation of the socioeconomic strength of a city, that is, its gross urban product. We find a significant power law dependence of these network parameters on network size and the power law exponents for the lowest occurrence threshold are within the range that is typical for urban scaling. In our approach, the number of clusters can be interpreted as a measure of complexity within the network. Since the occurrence threshold determines the diversity of terms, we may expect a special relation between the occurrence threshold and the number of clusters. This is indeed the case: whereas for the three other network parameters the scaling exponent increases with increasing occurrence threshold, the number of clusters is the only network parameter of which the scaling exponent decreases with increasing occurrence threshold. Finally, we discuss how our publication term network approach relates to scaling phenomena in cities.
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