The unequal commute: Comparing commuting patterns across income and racial worker subgroups

The spatial dimension of the journey-to-work has important implications for land use and development policymaking and has been widely studied. One thrust of this research is concerned with the disaggregation of workers into subgroups for understanding disparities in commute. Most of these studies, however, were limited to the disaggregation by single socioeconomic class. Hence, this research aims to examine commuting disparities across commuter subgroups stratified by two socioeconomic variables—income and race—using a visual analytics approach. By applying the doubly constrained spatial interaction model to the 2014 Longitudinal Employer-Household Dynamics data, this research first synthesizes commuting flows for Downtown Houston workers across income-race subgroups at the tract level in Harris County, Texas, USA. It then uses bivariate choropleth mapping to visualize the spatial distributions of major Downtown Houston commuter neighborhoods by income-race classes, and significant commuting disparities are identified across income-race subgroups. The results highlight the importance of considering income and race simultaneously for commuting research. The visualization could help policymakers clearly identify the unequal commute across worker subgroups and inform policymaking.

Commuting, Labor, and Housing Market Effects of Mass Transportation: Welfare and Identification

I study Los Angeles Metro Rail's effects using panel data on bilateral commuting flows, a quantitative spatial model, and historically motivated quasi-experimental research designs. The model separates transit's commuting effects from local productivity or amenity effects, and spatial shift-share instruments identify inelastic labor and housing supply. Metro Rail connections increase commuting by 16% but do not have large effects on local productivity or amenities. Metro Rail generates $94 million in annual benefits by 2000, or 12-25% of annualized costs. Accounting for reduced congestion and slow transit adoption adds, at most, another $200 million in annual benefits.

Delineating Functional Urban Areas Using a Multi-Step Analysis of Artificial Light-at-Night Data

A functional urban area (FUA) is a geographic entity that consists of a densely inhabited city and a less densely populated commuting zone, both highly integrated through labor markets. The delineation of FUAs is important for comparative urban studies and it is commonly performed using census data and data on commuting flows. However, at the national scale, censuses and commuting surveys are performed at low frequency, and, on the global scale, consistent and comparable data are difficult to obtain overall. In this paper, we suggest and test a novel approach based on artificial light at night (ALAN) satellite data to delineate FUAs. As ALAN is emitted by illumination of thoroughfare roads, frequented by commuters, and by buildings surrounding roads, ALAN data can be used, as we hypothesize, for the identification of FUAs. However, as individual FUAs differ by their ALAN emissions, different ALAN thresholds are needed to delineate different FUAs, even those in the same country. To determine such differential thresholds, we use a multi-step approach. First, we analyze the ALAN flux distribution and determine the most frequent ALAN value observed in each FUA. Next, we adjust this value for the FUA’s compactness, and run regressions, in which the estimated ALAN threshold is the dependent variable. In these models, we use several readily available, or easy-to-calculate, characteristics of FUA cores, such as latitude, proximity to the nearest major city, population density, and population density gradient, as predictors. At the next step, we use the estimated models to define optimal ALAN thresholds for individual FUAs, and then compare the boundaries of FUAs, estimated by modelling, with commuting-based delineations. To measure the degree of correspondence between the commuting-based and model-predicted FUAs’ boundaries, we use the Jaccard index, which compares the size of the intersection with the size of the union of each pair of delineations. We apply the proposed approach to two European countries—France and Spain—which host 82 and 72 FUAs, respectively. As our analysis shows, ALAN thresholds, estimated by modelling, fit FUAs’ commuting boundaries with an accuracy of up to 75–100%, being, on the average, higher for large and densely-populated FUAs, than for small, low-density ones. We validate the estimated models by applying them to another European country—Austria—which demonstrates the prediction accuracy of 47–57%, depending on the model type used.

Measuring Commuting and Economic Activity Inside Cities with Cell Phone Records

We show how to use commuting flows to infer the spatial distribution of income within a city. A simple workplace choice model predicts a gravity equation for commuting flows whose destination fixed effects correspond to wages. We implement this method with cell phone transaction data from Dhaka and Colombo. Model-predicted income predicts separate income data, at the workplace and residential level, and by skill group. Unlike machine learning approaches, our method does not require training data, yet achieves comparable predictive power. We show that hartals (transportation strikes) in Dhaka reduce commuting more for high model-predicted wage and high skill commuters.

Automatic delimitation of labour market areas based on multi-criteria optimisation: The case of Spain 2011

Labour market areas (LMAs) are a type of functional region (FR) defined on commuting flows and used in many countries to serve as the territorial reference for regional studies and policy making at local levels. Existing methods rely on manual adjustments of the results to ensure high quality, making them difficult to be monitored, hard to apply to different territories, and onerous to produce in terms of required work-hours. We propose an approach to automatise all stages of the delineation procedure and improve the final results, building upon a state-of-the-art stochastic search procedure that ensures optimal allocation of municipalities/counties to LMAs while keeping good global indicators: a pre-processing layer clusters adjoining municipalities with strong commuting flows to constrain the initial search space of the stochastic search, and a multi-criteria heuristic corrects common deficiencies that derive from global maximisation approaches or simple greedy heuristics. It produces high quality LMAs with optimal local characteristics. To demonstrate this methodology and assess the improvement achieved, we apply it to define LMAs in Spain based on the latest commuting data.

Complex Network Modelling of Origin–Destination Commuting Flows for the COVID-19 Epidemic Spread Analysis in Italian Lombardy Region

Currently the whole world is affected by the COVID-19 disease. Italy was the first country to be seriously affected in Europe, where the first COVID-19 outbreak was localized in the Lombardy region. The further spreading of the cases led to the lockdown of the most affected regions in northern Italy and then the entire country. In this work we investigated an epidemic spread scenario in the Lombardy region by using the origin–destination matrix with information about the commuting flows among 1450 urban areas within the region. We performed a large-scale simulation-based modeling of the epidemic spread over the networks related to three main motivations, i.e., work, study and occasional transfers to quantify the potential contribution of each category of travellers to the spread of the epidemic process. Our findings outline that the three networks are characterised by different weight dynamic growth rates and that the network “work” has a critical role in the diffusion phenomenon showing the greatest contribution to the epidemic spread.

Cross-Border Mobility Responses to Covid-19 in Europe: New Evidence from Facebook Data

BackgroundWe use a unique database on Facebook users’ mobility to study the daily evolution of cross-border movements of people during the Covid-19 pandemic. To limit censoring issues, we focus on 45 pairs of European countries, and document the changes in daily traffic during an entire pandemic year. We rely on regression and machine learning models to identify the role of infection threats and containment policies. Permutation techniques allow us to compare the impact and predictive power of these two categories of variables. ResultsIn contrast with studies on within-border mobility, our models point to a stronger importance of containment policies in explaining changes in cross-border traffic as compared with international travel bans and fears of being infected. The latter are proxied by the numbers of Covid-19 cases and deaths at destination. Although the ranking among coercive policies varies across modelling techniques, containment measures in the destination country (such as cancelling of events, restrictions on internal movements and public gatherings), and school closures in the origin country (influencing parental leaves) have the strongest impacts on cross-border movements. ConclusionWhile descriptive in nature, our findings have policy-relevant implications. Cross-border movements of people predominantly consist of labor commuting flows and business travels. These economic and essential flows are marginally influenced by the fear of infection and international travel bans. They are mostly governed by the stringency of internal containment policies and the ability to travel.

On a class of integrable Hamiltonian equations in 2+1 dimensions

We classify integrable Hamiltonian equations of the form u t = ∂ x ( δ H δ u ) , H = ∫ h ( u , w ) d x d y , where the Hamiltonian density h ( u , w ) is a function of two variables: dependent variable u and the non-locality w = ∂ x − 1 ∂ y u . Based on the method of hydrodynamic reductions, the integrability conditions are derived (in the form of an involutive PDE system for the Hamiltonian density h ). We show that the generic integrable density is expressed in terms of the Weierstrass σ -function: h ( u , w ) = σ ( u ) e w . Dispersionless Lax pairs, commuting flows and dispersive deformations of the resulting equations are also discussed.