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Rapid urbanisation generates risks and opportunities for sustainable development. Urban policy and decision makers are challenged by the complexity of cities as social–ecological–technical systems. Consequently there is an increasing need for collaborative knowledge development that supports a whole-of-system view, and transformational change at multiple scales. Such holistic urban approaches are rare in practice. A co-design process involving researchers, practitioners and other stakeholders, has progressed such an approach in the Australian context, aiming to also contribute to international knowledge development and sharing. This process has generated three outputs: (1) a shared framework to support more systematic knowledge development and use, (2) identification of barriers that create a gap between stated urban goals and actual practice, and (3) identification of strategic focal areas to address this gap. Developing integrated strategies at broader urban scales is seen as the most pressing need. The knowledge framework adopts a systems perspective that incorporates the many urban trade-offs and synergies revealed by a systems view. Broader implications are drawn for policy and decision makers, for researchers and for a shared forward agenda.

Urban open spaces (UOS) are crucial for urban life, offering benefits across individual and societal levels. However, the understanding of the systematic dynamic of UOS scaling with city size and its potential non-linear performance remains a limited clarity area. This study bridges this gap by integrating urban scaling laws with remote sensing data from 1990 to 2020, creating a framework to analyze UOS trends in China. Our findings reveal that UOS growth is sub-linear scaling with city size, exhibiting economies of scale with scaling exponents between 0.55 and 0.65 and suggesting potential shortages. The distribution structure of UOS across cities is becoming increasingly balanced, as indicated by the rising Zipf’s slope from 0.66 to 0.88. Southeastern coastal cities outperform, highlighting spatial variations and path dependency in UOS development. Additionally, using metrics of Scale-adjusted metropolitan indicator (SAMI) and the ratio of open space consumption to population growth rates (OCRPGR), we observe a trend towards more coordinated development between UOS and population, with a declining proportion of uncoordinated cities. Our long-term, large sample coverage study of UOS in China may offer positive significance for urban ecological planning and management in similar rapidly urbanizing countries, contributing to critical insights for quantifying and monitoring urban sustainable development.

Based on the mass balance approach, a detailed quantification of nitrogen (N) cycling was constructed for an urban-rural complex system, named the Greater Hangzhou Area (GHA) system, for this paper. The GHA is located in the humid climatic region on the southeastern coast of China, one of the earliest regions in the Yangtze Delta to experience economic development. Total N input into the GHA was calculated at 274.66 Gg/yr (1 Gg = 10⁹ g), and total output was calculated at 227.33 Gg/yr, while N accumulation was assessed at 47.33 Gg/yr (17.2% of the total N input). Human activity resulted in 73% of N input by means of synthetic fertilizers, human food, animal feed, imported N containing chemicals, fossil fuel combustion, and other items. More than 69.3% of N was released into the atmosphere, and riverine N export accounted for 22.2% of total N output. N input and output to and from the GHA in 1980 were estimated at 119.53 Gg/yr and 98.30 Gg/yr, respectively, with an increase of 130% and 131%, respectively, during a 24-year period (from 1980 to 2004). The N input increase was influenced by synthetic fertilizers (138%), animal feed (225%), N-containing chemicals (371%), riverine input (311%), and N deposition (441%). Compared to the N balance seen in the arid Central Arizona-Phoenix (CAP) system in the United States, the proportion of N transferred to water bodies in the humid GHA system was found to be 36 times higher than the CAP system. Anthropogenic activity, as it typically does, enhanced the flux of N biogeochemistry in the GHA; however, a lack of an N remover (N pollutant treatment facilities) causes excess reactive N ($N_r $; such as NH₃, N₂O, $NO_ x$), polluting water bodies and the atmosphere within the GHA. Therefore many challenges remain ahead in order to achieve sustainable development in the rapidly developing GHA system.

In order to address the problem of coordinated flood forecasting in the urbanized watershed, this study proposes a framework for discriminating easily occurring runoff component, which considers vertical spatial heterogeneity based on soil type, land use type and topographic slope, and integrates a Grid-based Runoff Generation Model (GRGM). Taking the control watershed of Jialu River at Zhongmou station (including the central city of Zhengzhou) as the study area, on the basis of GRGM model tests based on 11 observed rainfall-runoff events, the spatial and temporal evolution of runoff components in the study area from 1980 to 2020 and their correlation with the underlying surface changes are explored. The study reveals that: (a) the average relative error of the runoff generation calculation by GRGM model in the study area is reduced by 27.76% and the average coefficient of determination is increased by 0.11 compared with Horton Infiltration (HI) model, which means GRGM model are more accurate. (b) The percentage of excess surface runoff ( R s ) in the central city increased significantly from 22 to 67%, and showed a trend of expansion from the central city to the suburbs. (c) The land use types have changed significantly, mainly manifested as a substantial reduction of cropland and a sharp expansion of construction land. R s is significantly positively correlated with construction land, and the Pearson correlation coefficient exceeds 0.93. The study findings can serve as a scientific basis for coordinated management of flood prevention and disaster reduction in the urbanized watershed.

Air transportation plays an essential role in the global economy. Therefore, there is a great deal of work to understand better the complex network formed by the links between the origins and destinations of flights. Some investigations show that the world air transportation network exhibits a community and a core-periphery structure. Although precious, these representations do not distinguish the inter-regional (global) web of connections from the regional (local) one. Therefore, we propose a new mesoscopic model called the component structure that decomposes the network into local and global components. Local components are the dense areas of the network, and global components are the nodes and links bridging the local components. As a case study, we consider the unweighted and undirected world air transportation network. Experiments show that it contains seven large local components and multiple small ones spatially well-defined. Moreover, it has a main global component covering the world. We perform an extensive comparative analysis of the structure of the components. Results demonstrate the non-homogeneous nature of the world air transportation network. The local components structure highlights regional differences, and the global component organization captures the efficiency of inter-regional travel. Centrality analysis of the components allows distinguishing airports centered on regional destinations from those focused on inter-regional exchanges. Core analysis is more accurate in the components than in the whole network where Europe dominates, blurring the rest of the world. Besides the world air transportation network, this paper demonstrates the potential of the component decomposition for modeling and analyzing the mesoscale structure of networks.

We describe an “Urban Observatory” facility designed for the study of complex urban systems via persistent, synoptic, and granular imaging of dynamical processes in cities. An initial deployment of the facility has been demonstrated in New York City and consists of a suite of imaging systems—both broadband and hyperspectral—sensitive to wavelengths from the visible (∼400 nm) to the infrared (∼13 micron) operating at cadences of ∼0.01–30 Hz (characteristically ∼0.1 Hz). Much like an astronomical survey, the facility generates a large imaging catalog from which we have extracted observables (e.g., time-dependent brightnesses, spectra, temperatures, chemical species, etc.), collecting them in a parallel source catalog. We have demonstrated that, in addition to the urban science of cities as systems, these data are applicable to a myriad of domain-specific scientific inquiries related to urban functioning including energy consumption and end use, environmental impacts of cities, and patterns of life and public health. We show that an Urban Observatory facility of this type has the potential to improve both a city’s operations and the quality of life of its inhabitants.

Transportation networks serve as windows into the complex world of urban systems. By properly characterizing a road network, one can better understand its encompassing urban system. This study offers a geometrical approach toward capturing inherent properties of urban road networks. It offers a robust and efficient methodology toward defining and extracting three relevant indicators of road networks—area, line, and point thresholds—through measures of their grid equivalents. By applying the methodology to 50 U.S. urban systems, one can successfully observe differences between eastern versus western, coastal versus inland, and old versus young cities. Moreover, we show that many socioeconomic characteristics, as well as travel patterns, within urban systems are directly correlated with their corresponding area, line, and point thresholds.

We present an urban science framework to characterize phone users’ exposure to different street context types based on network science, geographical information systems (GIS), daily individual trajectories, and street imagery. We consider street context as the inferred usage of the street, based on its buildings and construction, categorized in nine possible labels. The labels define whether the street is residential, commercial or downtown, throughway or not, and other special categories. We apply the analysis to the City of Boston, considering daily trajectories synthetically generated with a model based on call detail records (CDR) and images from Google Street View. Images are categorized both manually and using artificial intelligence (AI). We focus on the city’s four main racial/ethnic demographic groups (White, Black, Hispanic and Asian), aiming to characterize the differences in what these groups of people see during their daily activities. Based on daily trajectories, we reconstruct most common paths over the street network. We use street demand (number of times a street is included in a trajectory) to detect each group’s most relevant streets and regions. Based on their street demand, we measure the street context distribution for each group. The inclusion of images allows us to quantitatively measure the prevalence of each context and points to qualitative differences on where that context takes place. Other AI methodologies can further exploit these differences. This approach presents the building blocks to further studies that relate mobile devices’ dynamic records with the differences in urban exposure by demographic groups. The addition of AI-based image analysis to street demand can power up the capabilities of urban planning methodologies, compare multiple cities under a unified framework, and reduce the crudeness of GIS-only mobility analysis. Shortening the gap between big data-driven analysis and traditional human classification analysis can help build smarter and more equal cities while reducing the efforts necessary to study a city’s characteristics.

The quantitative study of traffic dynamics is crucial to ensure the efficiency of urban transportation networks. The current work investigates the spatial properties of congestion, that is, we aim to characterize the city areas where traffic bottlenecks occur. The analysis of a large amount of real road networks in previous works showed that congestion points experience spatial abrupt transitions, namely they shift away from the city center as larger urban areas are incorporated. The fundamental ingredient behind this effect is the entanglement of central and arterial roads, embedded in separated geographical regions. In this paper we extend the analysis of the conditions yielding abrupt transitions of congestion location. First, we look into the more realistic situation in which arterial and central roads, rather than lying on sharply separated regions, present spatial overlap. It results that this affects the position of bottlenecks and introduces new possible congestion areas. Secondly, we pay particular attention to the role played by the edge distribution, proving that it allows to smooth the transitions profile, and so to control the congestion displacement. Finally, we show that the aforementioned phenomenology may be recovered also as a consequence of a discontinuity in the node’s density, in a domain with uniform connectivity. Our results provide useful insights for the design and optimization of urban road networks, and the management of the daily traffic.

Road networks result from a subtle balance between geographical coverage and rapid access to strategic points. An understanding of their structure is fundamental when it comes to evaluating and improving territorial accessibility. This study is designed to provide insight into the progressive structuring of territorial patterns by analyzing the evolution of road networks. Studying road network morphogenesis requires geohistorical data, provided here by historical maps from which earlier road networks can be digitized. A hypergraph is constructed from these networks by combining road segments into “ ways ” on the basis of a method for defining the continuity of road segments. Next, indicators are computed for these ways based on topological and geometrical features. The road patterns of three cities in the Burgundy Franche-Comte region of France (Dijon, Besançon, and Pontarlier) at three historical periods (the 18th, 19th, and twentieth centuries) are then analyzed. In this manner, their topological features and centrality characteristics can be compared from snapshots at different times and places. The innovative method proposed in this paper helps us to read features of the road patterns accurately and to make simple interpretations. It can be applied to any territory for which data is available. The results highlight the underlying structure of the three cities, reveal information about the history and the functioning of the networks, and give preliminary insights into the morphogenesis of those cities. Prospectively this work aims to identify the mechanisms that drive change in road networks. Detecting stability or variation in indicators over time can help in identifying similar behavior, despite geographic and cultural distances, as well as evolution mechanisms linked to specificities of each city. The study of road network morphogenesis can make a major contribution to understanding how road network structure affects accessibility and mobility.