Dataset Information

Morphology of travel routes and the organization of cities.

ABSTRACT: The city is a complex system that evolves through its inherent social and economic interactions. Mediating the movements of people and resources, urban street networks offer a spatial footprint of these activities. Of particular interest is the interplay between street structure and its functional usage. Here, we study the shape of 472,040 spatiotemporally optimized travel routes in the 92 most populated cities in the world, finding that their collective morphology exhibits a directional bias influenced by the attractive (or repulsive) forces resulting from congestion, accessibility, and travel demand. To capture this, we develop a simple geometric measure, inness, that maps this force field. In particular, cities with common inness patterns cluster together in groups that are correlated with their putative stage of urban development as measured by a series of socio-economic and infrastructural indicators, suggesting a strong connection between urban development, increasing physical connectivity, and diversity of road hierarchies.

SUBMITTER: Lee M

PROVIDER: S-EPMC5738436 | biostudies-literature | 2017 Dec

REPOSITORIES: biostudies-literature

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Morphology of travel routes and the organization of cities.

Lee Minjin M Barbosa Hugo H Youn Hyejin H Holme Petter P Ghoshal Gourab G

Nature communications 20171220 1

The city is a complex system that evolves through its inherent social and economic interactions. Mediating the movements of people and resources, urban street networks offer a spatial footprint of these activities. Of particular interest is the interplay between street structure and its functional usage. Here, we study the shape of 472,040 spatiotemporally optimized travel routes in the 92 most populated cities in the world, finding that their collective morphology exhibits a directional bias in ...[more]

PMID: 29263392

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Project description:BackgroundAlthough walking for travel can help in reaching the daily recommended levels of physical activity, we know relatively little about the correlates of walking for travel in the European context.ObjectiveWithin the framework of the European Physical Activity through Sustainable Transport Approaches (PASTA) project, we aimed to explore the correlates of walking for travel in European cities.MethodsThe same protocol was applied in seven European cities. Using a web-based questionnaire, we collected information on total minutes of walking per week, individual characteristics, mobility behavior, and attitude (N=7,875). Characteristics of the built environment (the home and the work/study addresses) were determined with geographic information system (GIS)-based techniques. We conducted negative binomial regression analyses, including city as a random effect. Factor and principal component analyses were also conducted to define profiles of the different variables of interest.ResultsLiving in high-density residential areas with richness of facilities and density of public transport stations was associated with increased walking for travel, whereas the same characteristics at the work/study area were less strongly associated with the outcome when the residential and work/study environments were entered in the model jointly. A walk-friendly social environment was associated with walking for travel. All three factors describing different opinions about walking (ranging from good to bad) were associated with increased minutes of walking per week, although the importance given to certain criteria to choose a mode of transport provided different results according to the criteria.DiscussionThe present study supports findings from previous research regarding the role of the built environment in the promotion of walking for travel and provides new findings to help in achieving sustainable, healthy, livable, and walkable cities. https://doi.org/10.1289/EHP4603.

Project description:Accessible urban nature is a key component of creating sustainable urban communities and promoting human health and well-being. To balance the economic, social, and environmental dimensions of sustainable development, the United Nations adopted several sustainable developmental goals (SDGs), such as SDG 11 for sustainable cities and communities, which aims to improve urban planning and management, including equitable access to urban nature. However, more information is still needed regarding how planners and managers can promote urban nature visitation and equitable access during health and environmental crises, such as the COVID-19 pandemic. The purpose of this study was to examine trends in urban nature visitation during the pandemic and then to determine if the effect of the pandemic on the frequency of urban nature site visitation varied by distance to home, using an innovative approach of analyzing both publicly available large-scale mobility data and a web-based survey of urban residents of Tel Aviv-Yafo, Israel. The mobility data results showed that there was a negative mean % difference in park visits compared to baseline during the first and third lockdowns, but an increase compared to baseline between lockdowns and even during the second lockdown. This suggests that urban residents had greater need to reconnect with urban nature during and after periods of intense stress. In addition, the survey results showed an increasing negative effect of distance on urban nature site visitation during the pandemic, specifically for urban nature sites located more than 1 km from home. Altogether, the mobility data and survey results suggest that people who lived within 1 km of their preferred urban nature site had disproportionate access to the benefits of urban nature during and after lockdowns than others. To effectively make social and ecological transitions toward urban sustainability, it is vital that cities promote urban nature accessibility during current and future environmental and health crises. Cities should collaborate with diverse stakeholders to create/maintain accessible urban nature sites nearby all sociodemographic groups, provide sustainability education and training to convey the benefits of urban nature, and pursue participatory solutions for understanding urban nature needs and preferences. In this manner, it will be possible to address the growing influence of proximity/travel distance and additional factors that affect urban nature visitation and ultimately, human health and urban sustainability.

Project description:Active travel, as a key form of physical activity, can help offset noncommunicable diseases as rapidly urbanising countries undergo epidemiological transition. In Africa a human mobility transition is underway as cities sprawl and motorization rises and preserving active travel modes (walking, cycling and public transport) is important for public health. Across the continent, public transport is dominated by paratransit, privately owned informal modes serving the general public. We reviewed the literature on active travel and paratransit in African cities, published from January 2008 to January 2019. We included 19 quantitative, 14 mixed-method and 8 qualitative studies (n = 41), narratively synthesizing the quantitative data and meta-ethnographically analysing the qualitative data. Integrated findings showed that walking was high, cycling was low and paratransit was a critical mobility option for poor peripheral residents facing long livelihood-generation journeys. As an indigenous solution to dysfunctional mobility systems shaped by colonial and apartheid legacies it was an effective connector, penetrating areas unserved by formal public transport and helping break cycles of poverty. From a public health perspective, it preserved active travel by reducing mode-shifting to private vehicles. Yet many city authorities viewed it as rogue, out of keeping with the 'ideal modern city', adopting official anti-paratransit stances without necessarily considering the contribution of active travel to public health. The studies varied in quality and showed uneven geographic representation, with data from Central and Northern Africa especially sparse; notably, there was a high prevalence of non-local authors and out-of-country funding. Nevertheless, drawing together a rich cross-disciplinary set of studies spanning over a decade, the review expands the literature at the intersection of transport and health with its novel focus on paratransit as a key active travel mode in African cities. Further innovative research could improve paratransit's legibility for policymakers and practitioners, fostering its inclusion in integrated transport plans.

Project description:BackgroundProviding infrastructure and land uses to encourage active travel (i.e., bicycling and walking) are promising strategies for designing health-promoting cities. Population-level exposure to air pollution during active travel is understudied.ObjectivesOur goals were a) to investigate population-level patterns in exposure during active travel, based on spatial estimates of bicycle traffic, pedestrian traffic, and particulate concentrations; and b) to assess how those exposure patterns are associated with the built environment.MethodsWe employed facility-demand models (active travel) and land use regression models (particulate concentrations) to estimate block-level (n = 13,604) exposure during rush-hour (1600-1800 hours) in Minneapolis, Minnesota. We used the model-derived estimates to identify land use patterns and characteristics of the street network that are health promoting. We also assessed how exposure is correlated with indicators of health disparities (e.g., household income, proportion of nonwhite residents). Our work uses population-level rates of active travel (i.e., traffic flows) rather than the probability of walking or biking (i.e., "walkability" or "bikeability") to assess exposure.ResultsActive travel often occurs on high-traffic streets or near activity centers where particulate concentrations are highest (i.e., 20-42% of active travel occurs on blocks with high population-level exposure). Only 2-3% of blocks (3-8% of total active travel) are "sweet spots" (i.e., high active travel, low particulate concentrations); sweet spots are located a) near but slightly removed from the city-center or b) on off-street trails. We identified 1,721 blocks (~ 20% of local roads) where shifting active travel from high-traffic roads to adjacent low-traffic roads would reduce exposure by ~ 15%. Active travel is correlated with population density, land use mix, open space, and retail area; particulate concentrations were mostly unchanged with land use.ConclusionsPublic health officials and urban planners may use our findings to promote healthy transportation choices. When designing health-promoting cities, benefits (physical activity) as well as hazards (air pollution) should be evaluated.

Project description:Four delivery routes, via, feed, water, litter and oral gavage, were examined for their efficacy in delivering a novel probiotic of poultry origin, Lactobacillus johnsonii, to broilers. Seven treatments of 6 replicates each were allocated using 336 one-day-old Cobb broiler chicks. The treatments consisted of a basal diet with the probiotic candidate, L. johnsonii, added to the feed, and three treatments with L. johnsonii added to the drinking water, sprayed on the litter, or gavaged orally. In addition, a positive control treatment received the basal diet supplemented with zinc-bacitracin (ZnB, 50 mg/kg). The probiotic strain of L. johnsonii was detected in the ileum of the chicks for all four delivery routes. However, the addition of L. johnsonii as a probiotic candidate did not improve body weight gain, feed intake and feed conversion ratio of broiler chickens raised on litter during the 5-week experimental period regardless of the route of administration. The probiotic treatments, regardless of the routes of delivery, affected (P < 0.05) the pH of the caecal digesta and tended (P = 0.06) to affect the pH of the ileal digesta on d 7, but the effect disappeared as the birds grew older. All probiotic treatments reduced the number of Enterobacteria in the caeca on d 21, and tended (P < 0.054) to reduce it in the ileum and caeca on d 7 and in the ileum on d 21 compared with the controls. The probiotic also tended to increase the number of lactic acid bacteria and lactobacilli in the ileum and caeca on d 7, but this trend was not evident on d 21. The trend appeared most pronounced when the probiotic was delivered orally or via litter. The probiotic also decreased (P < 0.05) the population of Clostridium perfringens rapidly from an early age to d 21 in the caeca, leading to a 3-fold decrease in the number of C. perfringens between d 7 and 21. It also showed that the probiotic treatment presented the lowest number of C. perfringens in the caeca. Delivery of the probiotic through feed, water and litter increased (P < 0.01) the weight of the pancreas on d 21, but the probiotic did not affect other morphometric parameters of the gut. Furthermore, the probiotic did not affect the pH and the concentrations of short chain fatty acids and lactic acid in either the ileum or caeca.

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Morphology of travel routes and the organization of cities.

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Morphology of travel routes and the organization of cities.

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