Misinformation is usually adjusted to fit distinct narratives and propagates rapidly through social networks. False beliefs, once adopted, are rarely corrected. Amidst the COVID-19 crisis, pandemic-deniers and people who oppose wearing face masks or quarantine have already been a substantial aspect of the development of the pandemic. With the vaccine for COVID-19, different anti-vaccine narratives are being created and are probably being adopted by large population groups with critical consequences. Assuming full adherence to vaccine administration, we use a diffusion model to analyse epidemic spreading and the impact of different vaccination strategies, measured with the average years of life lost, in three network topologies (a proximity, a scale-free and a small-world network). Then, using a similar diffusion model, we consider the spread of anti-vaccine views in the network, which are adopted based on a persuasiveness parameter of anti-vaccine views. Results show that even if anti-vaccine narratives have a small persuasiveness, a large part of the population will be rapidly exposed to them. Assuming that all individuals are equally likely to adopt anti-vaccine views after being exposed, more central nodes in the network, which are more exposed to these views, are more likely to adopt them. Comparing years of life lost, anti-vaccine views could have a significant cost not only on those who share them, since the core social benefits of a limited vaccination strategy (reduction of susceptible hosts, network disruptions and slowing the spread of the disease) are substantially shortened.

Promoting walking or cycling and reducing cars’ use is one of the city planners’ main targets, contributing to a sustainable transport method. Yet, the number of vehicles worldwide is increasing as fast as the population, and motorized mobility has become the primary transport method in most cities. Here, we consider modal share as an emergent behaviour of personal decisions. All individuals minimize their commuting time and reach an equilibrium under which no person is willing to change their transportation mode. In terms of the minimum travel time, the best-case scenario is used to determine the extra commuting time and the excess cars, computed as a social inefficiency. Results show that commuting times could increase up to 25% with many more vehicles than optimum. Paradoxically, all individuals trying to minimize their time could collectively reach the maximum commuting times in the extreme case, with all individuals driving during rush hour.

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BackgroundRoad accidents are one of the main causes of death around the world and yet, from a time-space perspective, they are a rare event. To help us prevent accidents, a metric to determine the level of concentration of road accidents in a city could aid us to determine whether most of the accidents are constrained in a small number of places (hence, the environment plays a leading role) or whether accidents are dispersed over a city as a whole (hence, the driver has the biggest influence).MethodsHere, we apply a new metric, the Rare Event Concentration Coefficient (RECC), to measure the concentration of road accidents based on a mixture model applied to the counts of road accidents over a discretised space. A test application of a tessellation of the space and mixture model is shown using two types of road accident data: an urban environment recorded in London between 2005 and 2014 and a motorway environment recorded in Mexico between 2015 and 2016.FindingsIn terms of their concentration, about 5% of the road junctions are the site of 50% of the accidents while around 80% of the road junctions expect close to zero accidents. Accidents which occur in regions with a high accident rate can be considered to have a strong component related to the environment and therefore changes, such as a road intervention or a change in the speed limit, might be introduced and their impact measured by changes to the RECC metric. This new procedure helps us identify regions with a high accident rate and determine whether the observed number of road accidents at a road junction has decreased over time and hence track structural changes in the road accident settings.

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