Today, approximately 7.2 billion people inhabit the Earth and by 2050 this number will have risen to around nine billion, of which about 70 percent will be living in cities. The population growth and the related global urbanization pose one of the major challenges to a sustainable future. Hence, it is essential to understand drivers, dynamics, and impacts of the human settlements development.A key component in this context is the availability of an up-to-date and spatially consistent map of the location and distribution of human settlements. It is here that the Global Urban Footprint (GUF) raster map can make a valuable contribution. The new global GUF binary settlement mask shows a so far unprecedented spatial resolution of 0.4 arcsec (∼ 12m) that provides -for the first time -a complete picture of the entirety of urban and rural settlements. The GUF has been derived by means of a fully automated processing framework -the Urban Footprint Processor (UFP) -that was used to analyze a global coverage of more than 180,000 TanDEM-X and TerraSAR-X radar images with 3m ground resolution collected in 2011-2012. The UFP consists of five main technical modules for data management, feature extraction, unsupervised classification, mosaicking and post-editing. Various quality assessment studies to determine the absolute GUF accuracy based on ground truth data on the one hand and the relative accuracies compared to established settlements maps on the other hand, clearly indicate the added value of the new global GUF layer, in particular with respect to the representation of rural settlement patterns. The Kappa coefficient of agreement compared to absolute ground truth data, for instance, shows GUF accuracies which are frequently twice as high as those of established low resolution maps. Generally, the GUF layer achieves an overall absolute accuracy of about 85%, with observed minima around 65% and maxima around 98 arXiv:1706.04862v1 [physics.soc-ph]

This paper examines the relationship between street centrality and densities of commercial and service activities in the city of Bologna, northern Italy. Street centrality is calibrated in a multiple centrality assessment model composed of multiple measures such as closeness, betweenness, and straightness. Kernel density estimation is used to transform datasets of centrality and activities to one scale unit for analysis of correlation between them. Results indicate that retail and service activities in Bologna tend to concentrate in areas with better centralities. The distribution of these activities correlates highly with the global betweenness of the street network, and also, to a slightly lesser extent, with the global closeness. This confirms the hypothesis that street centrality plays a crucial role in shaping the formation of urban structure and land uses.

Urbanisation is a fundamental phenomenon whose quantitative characterisation is still inadequate. We report here the empirical analysis of a unique data set regarding almost 200 years of evolution of the road network in a large area located north of Milan (Italy). We find that urbanisation is characterised by the homogenisation of cell shapes, and by the stability throughout time of high–centrality roads which constitute the backbone of the urban structure, confirming the importance of historical paths. We show quantitatively that the growth of the network is governed by two elementary processes: (i) ‘densification’, corresponding to an increase in the local density of roads around existing urban centres and (ii) ‘exploration’, whereby new roads trigger the spatial evolution of the urbanisation front. The empirical identification of such simple elementary mechanisms suggests the existence of general, simple properties of urbanisation and opens new directions for its modelling and quantitative description.

The paper examines the geography of three street centrality indices and their correlations with various types of economic activities in Barcelona, Spain. The focus is on what type of street centrality (closeness, betweenness and straightness) is more closely associated with which type of economic activity (primary and secondary). Centralities are calculated purely on the street network by using a multiple centrality assessment model, and a kernel density estimation method is applied to both street centralities and economic activities to permit correlation analysis between them. Results indicate that street centralities are correlated with the location of economic activities and that the correlations are higher with secondary than primary activities. The research suggests that, in urban planning, central urban arterials should be conceived as the cores, not the borders, of neighbourhoods.

Human settlements are the cause and consequence of most environmental and societal changes on Earth; however, their location and extent is still under debate. We provide here a new 10 m resolution (0.32 arc sec) global map of human settlements on Earth for the year 2015, namely the World Settlement Footprint 2015 (WSF2015). The raster dataset has been generated by means of an advanced classification system which, for the first time, jointly exploits open-and-free optical and radar satellite imagery. The WSF2015 has been validated against 900,000 samples labelled by crowdsourcing photointerpretation of very high resolution Google Earth imagery and outperforms all other similar existing layers; in particular, it considerably improves the detection of very small settlements in rural regions and better outlines scattered suburban areas. the dataset can be used at any scale of observation in support to all applications requiring detailed and accurate information on human presence (e.g., socioeconomic development, population distribution, risks assessment, etc.).

Bicycle sharing systems exist in hundreds of cities around the world, with the aim of providing a form of public transport with the associated health and environmental benefits of cycling without the burden of private ownership and maintenance. Five cities have provided research data on the journeys (start and end time and location) taking place in their bicycle sharing system. In this paper, we employ visualization, descriptive statistics and spatial and network analysis tools to explore system usage in these cities, using techniques to investigate features specific to the unique geographies of each, and uncovering similarities between different systems. Journey displacement analysis demonstrates similar journey distances across the cities sampled, and the (out)strength rank curve for the top 50 stands in each city displays a similar scaling law for each. Community detection in the derived network can identify local pockets of use, and spatial network corrections provide the opportunity for insight above and beyond proximity/popularity correlations predicted by simple spatial interaction models.

We compare the structural properties of the street networks of ten different European cities using their primal representation. We investigate the properties of the geometry of the networks and a set of centrality measures highlighting differences and similarities among cases. In particular, we found that cities share structural similarities due to their quasi planarity but that there are also several distinctive geometrical proprieties. A Principal Component Analysis is also performed on the distributions of centralities and arXiv:1211.0259v1 [physics.soc-ph] 1 Nov 2012

Most large cities are spanned by more than one transportation system. These different modes of transport have usually been studied separately: it is however important to understand the impact on urban systems of coupling different modes and we report in this paper an empirical analysis of the coupling between the street network and the subway for the two large metropolitan areas of London and New York. We observe a similar behaviour for network quantities related to quickest paths suggesting the existence of generic mechanisms operating beyond the local peculiarities of the specific cities studied. An analysis of the betweenness centrality distribution shows that the introduction of underground networks operate as a decentralizing force creating congestion in places located at the end of underground lines. Also, we find that increasing the speed of subways is not always beneficial and may lead to unwanted uneven spatial distributions of accessibility. In fact, for London-but not for New York-there is an optimal subway speed in terms of global congestion. These results show that it is crucial to consider the full, multimodal, multilayer network aspects of transportation systems in order to understand the behaviour of cities and to avoid possible negative side-effects of urban planning decisions.