No abstract

In this study, we aimed to examine spatial inequalities of COVID-19 mortality rate in relation to spatial inequalities of socioeconomic and environmental factors across England. Specifically, we first explored spatial patterns of COVID-19 mortality rate in comparison to non-COVID-19 mortality rate. Subsequently, we established models to investigate contributions of socioeconomic and environmental factors to spatial variations of COVID-19 mortality rate across England ( N = 317). Two newly developed specifications of spatial regression models were established successfully to estimate COVID-19 mortality rate ( R 2 = 0.49 and R 2 = 0.793). The level of spatial inequalities of COVID-19 mortality is higher than that of non-COVID-19 mortality in England. Although global spatial association of COVID-19 mortality and non-COVID-19 mortality is positive, local spatial association of COVID-19 mortality and non-COVID-19 mortality is negative in some areas. Expectedly, hospital accessibility is negatively related to COVID-19 mortality rate. Percent of Asians, percent of Blacks, and unemployment rate are positively related to COVID-19 mortality rate. More importantly, relative humidity is negatively related to COVID-19 mortality rate. Moreover, among the spatial models estimated, the ‘random effects specification of eigenvector spatial filtering model’ outperforms the ‘matrix exponential spatial specification of spatial autoregressive model’.

Since cities have become more complex and some large cities are likely to be polycentric, a better understanding of cities requires a clear topology that reveals how city centers are spatially distributed and interacted with. The identification of a city center that aims to find the accurate location of the city center or delineate the city center with a precise boundary becomes vital. This work attempts to achieve this by using a new type of movement data generated from location-based social networks, whereby three different methods are deployed for clustering and compared regarding identification of city centers and delineation of their boundaries. Experiments show that city centers with precise boundaries can be identified by using the proposed approach with location-based social network data. Furthermore, the results show that the three methods for clustering have different advantages and disadvantages during the process of city center identification, and thus seem to be suitable for cities with different urban structures.

With the development of information and communications technology, user-generated content and crowdsourced data are playing a large role in studies of transport and public health. Recently, Strava, a popular website and mobile app dedicated to tracking athletic activity (cycling and running), began offering a data service called Strava Metro, designed to help transportation researchers and urban planners to improve infrastructure for cyclists and pedestrians. Strava Metro data has the potential to promote studies of cycling and health by indicating where commuting and non-commuting cycling activities are at a large spatial scale (street level and intersection level). The assessment of spatially varying effects of air pollution during active travel (cycling or walking) might benefit from Strava Metro data, as a variation in air pollution levels within a city would be expected. In this paper, to explore the potential of Strava Metro data in research of active travel and health, we investigate spatial patterns of non-commuting cycling activities and associations between cycling purpose (commuting and non-commuting) and air pollution exposure at a large scale. Additionally, we attempt to estimate the number of non-commuting cycling trips according to environmental characteristics that may help identify cycling behavior. Researchers who are undertaking studies relating to cycling purpose could benefit from this approach in their use of cycling trip data sets that lack trip purpose. We use the Strava Metro Nodes data from Glasgow, United Kingdom in an empirical study. Empirical results reveal some findings that (1) when compared with commuting cycling activities, non-commuting cycling activities are more likely to be located in outskirts of the city; (2) spatially speaking, cyclists riding for recreation and other purposes are more likely to be exposed to relatively low levels of air pollution than cyclists riding for commuting; and (3) the method for estimating of the number of non-commuting cycling activities works well in this study. The results highlight: (1) a need for policymakers to consider how to improve cycling infrastructure and road safety in outskirts of cities; and (2) a possible way of estimating the number of non-commuting cycling activities when the trip purpose of cycling data is unknown.