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    Study: Covid-19 has reduced diverse urban interactions

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    The Covid-19 pandemic has reduced how often urban residents intersect with people from different income brackets, according to a new study led by MIT researchers.

    Examining the movement of people in four U.S. cities before and after the onset of the pandemic, the study found a 15 to 30 percent decrease in the number of visits residents were making to areas that are socioeconomically different than their own. In turn, this has reduced people’s opportunities to interact with others from varied social and economic spheres.

    “Income diversity of urban encounters decreased during the pandemic, and not just in the lockdown stages,” says Takahiro Yabe, a postdoc at the Media Lab and co-author of a newly published paper detailing the study’s results. “It decreased in the long term as well, after mobility patterns recovered.”

    Indeed, the study found a large immediate dropoff in urban movement in the spring of 2020, when new policies temporarily shuttered many types of institutions and businesses in the U.S. and much of the world due to the emergence of the deadly Covid-19 virus. But even after such restrictions were lifted and the overall amount of urban movement approached prepandemic levels, movement patterns within cities have narrowed; people now visit fewer places.

    “We see that changes like working from home, less exploration, more online shopping, all these behaviors add up,” says Esteban Moro, a research scientist at MIT’s Sociotechnical Systems Research Center (SSRC) and another of the paper’s co-authors. “Working from home is amazing and shopping online is great, but we are not seeing each other at the rates we were before.”

    The paper, “Behavioral changes during the Covid-19 pandemic decreased income diversity of urban encounters,” appears in Nature Communications. The co-authors are Yabe; Bernardo García Bulle Bueno, a doctoral candidate at MIT’s Institute for Data, Systems, and Society (IDSS); Xiaowen Dong, an associate professor at Oxford University; Alex Pentland, professor of media arts and sciences at MIT and the Toshiba Professor at the Media Lab; and Moro, who is also an associate professor at the University Carlos III of Madrid.

    A decline in exploration

    To conduct the study, the researchers examined anonymized cellphone data from 1 million users over a three-year period, starting in early 2019, with data focused on four U.S. cities: Boston, Dallas, Los Angeles, and Seattle. The researchers recorded visits to 433,000 specific “point of interest” locations in those cities, corroborated in part with records from Infogroup’s U.S. Business Database, an annual census of company information.  

    The researchers used U.S. Census Bureau data to categorize the socioeconomic status of the people in the study, placing everyone into one of four income quartiles, based on the average income of the census block (a small area) in which they live. The scholars made the same income-level assessment for every census block in the four cities, then recorded instances in which someone spent from 10 minutes to four hours in a census block other than their own, to see how often people visited areas in different income quartiles. 

    Ultimately, the researchers found that by late 2021, the amount of urban movement overall was returning to prepandemic levels, but the scope of places residents were visiting had become more restricted.

    Among other things, people made many fewer visits to museums, leisure venues, transport sites, and coffee shops. Visits to grocery stores remained fairly constant — but people tend not to leave their socioeconomic circles for grocery shopping.

    “Early in the pandemic, people reduced their mobility radius significantly,” Yabe says. “By late 2021, that decrease flattened out, and the average dwell time people spent at places other than work and home recovered to prepandemic levels. What’s different is that exploration substantially decreased, around 5 to 10 percent. We also see less visitation to fun places.” He adds: “Museums are the most diverse places you can find, parks — they took the biggest hit during the pandemic. Places that are [more] segregated, like grocery stores, did not.”

    Overall, Moro notes, “When we explore less, we go to places that are less diverse.”

    Different cities, same pattern

    Because the study encompassed four cities with different types of policies about reopening public sites and businesses during the pandemic, the researchers could also evaluate what impact public health policies had on urban movement. But even in these different settings, the same phenomenon emerged, with a narrower range of mobility occurring by late 2021.

    “Despite the substantial differences in how cities dealt with Covid-19, the decrease in diversity and the behavioral changes were surprisingly similar across the four cities,” Yabe observes.

    The researchers emphasize that these changes in urban movement can have long-term societal effects. Prior research has shown a significant association between a diversity of social connections and greater economic success for people in lower-income groups. And while some interactions between people in different income quartiles might be brief and transactional, the evidence suggests that, on aggregate, other more substantial connections have also been reduced. Additionally, the scholars note, the narrowing of experience can also weaken civic ties and valuable political connections.

    “It’s creating an urban fabric that is actually more brittle, in the sense that we are less exposed to other people,” Moro says. “We don’t get to know other people in the city, and that is very important for policies and public opinion. We need to convince people that new policies and laws would be fair. And the only way to do that is to know other people’s needs. If we don’t see them around the city, that will be impossible.”

    At the same time, Yabe adds, “I think there is a lot we can do from a policy standpoint to bring people back to places that used to be a lot more diverse.” The researchers are currently developing further studies related to cultural and public institutions, as well and transportation issues, to try to evaluate urban connectivity in additional detail.

    “The quantity of our mobility has recovered,” Yabe says. “The quality has really changed, and we’re more segregated as a result.” More

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      Urbanization: No fast lane to transformation

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      Accra, Ghana, “is a city I’ve come to know as well as any place in the U.S,” says Associate Professor Noah Nathan, who has conducted research there over the past 15 years. The booming capital of 4 million is an ideal laboratory for investigating the rapid urbanization of nations in Africa and beyond, believes Nathan, who joined the MIT Department of Political Science in July.

      “Accra is vibrant and exciting, with gleaming glass office buildings, shopping centers, and an emerging middle class,” he says. “But at the same time there is enormous poverty, with slums and a mixing pot of ethnic groups.” Cities like Accra that have emerged in developing countries around the world are “hybrid spaces” that provoke a multitude of questions for Nathan.

      “Rich and poor are in incredibly close proximity and I want to know how this dramatic inequality can be sustainable, and what politics looks like with such ethnic and class diversity living side-by-side,” he says.

      With his singular approach to data collection and deep understanding of Accra, its neighborhoods, and increasingly, its built environment, Nathan is generating a body of scholarship on the political impacts of urbanization throughout the global South.

      A trap in the urban transition

      Nathan’s early studies of Accra challenged common expectations about how urbanization shifts political behavior.

      “Modernization theory states that as people become more ‘modern’ and move to cities, ethnicity fades and class becomes the dominant dynamic in political behavior,” explains Nathan. “It predicts that the process of urbanization transforms the relationship between politicians and voters, and elections become more ideologically and policy oriented,” says Nathan.  

      But in Accra, the heart of one of the fastest-growing economies in the developing world, Nathan found “a type of politics stuck in an old equilibrium, hard to dislodge, and not updated by newly wealthy voters,” he says. Using census data revealing the demographic composition of every neighborhood in Accra, Nathan determined that there were many enclaves in which forms of patronage politics and ethnic competition persist. He conducted sample surveys and collected polling-station level results on residents’ voting across the city. “I was able to merge spatial data on where people lived and their answers to survey questions, and determine how different neighborhoods voted,” says Nathan.

      Among his findings: Ethnic politics were thriving in many parts of Accra, and many middle-class voters were withdrawing from politics entirely in reaction to the well-established practice of patronage rather than pressuring politicians to change their approach. “They decided it was better to look out for themselves,” he explains.

      In Nathan’s 2019 book, “Electoral Politics and Africa’s Urban Transition: Class and Ethnicity in Ghana,” he described this situation as a trap. “As the wealthy exit from the state, politicians double down on patronage politics with poor voters, which the middle class views as further evidence of corruption,” he explains. The wealthier citizens “want more public goods, and big policy reforms, such as changes in the health-care and tax systems, while poor voters focus on immediate needs such as jobs, homes, better schools in their communities.”

      In Ghana and other developing countries where the state’s capacity is limited, politicians can’t deliver on the broad-scale changes desired by the middle class. Motivated by their own political survival, they continue dealing with poor voters as clients, trading services for votes. “I connect urban politics in Ghana to the early 20th-century urban machines in the United States, run by party bosses,” says Nathan.

      This may prove sobering news for many engaged with the developing world. “There’s enormous enthusiasm among foreign aid organizations, in the popular press and policy circles, for the idea that urbanization will usher in big, radical political change,” notes Nathan. “But these kinds of transformations will only come about with structural change such as civil service reforms and nonpartisan welfare programs that can push politicians beyond just delivering targeted services to poor voters.”

      Falling in love with Ghana

      For most of his youth, Nathan was a committed jazz saxophonist, toying with going professional. But he had long cultivated another fascination as well. “I was a huge fan of ‘The West Wing’ in middle school” and got into American politics through that,” he says. He volunteered in Hillary Clinton’s 2008 primary campaign during college, but soon realized work in politics was “both more boring and not as idealistic” as he’d hoped.

      As an undergraduate at Harvard University, where he concentrated in government, he “signed up for African history on a lark — because American high schools didn’t teach anything on the subject — and I loved it,” Nathan says. He took another African history course, and then found his way to classes taught by Harvard political scientist Robert H. Bates PhD ’69 that focused on the political economy of development, ethnic conflict, and state failure in Africa. In the summer before his senior year, he served as a research assistant for one of his professors in Ghana, and then stayed longer, hoping to map out a senior thesis on ethnic conflict.

      “Once I got to Ghana, I was fascinated by the place — the dynamism of this rapidly transforming society,” he recalls. “Growing up in the U.S., there are a lot of stereotypes about the developing world, and I quickly realized how much more complicated everything is.”

      These initial experiences living in Ghana shaped Nathan’s ideas for what became his doctoral dissertation at Harvard and first book on the ethnic and class dynamics driving the nation’s politics. His frequent return visits to that country sparked a wealth of research that built on and branched out from this work.

      One set of studies examines the historical development of Ghana’s rural north in its colonial and post-colonial periods, the center of ethnic conflict in the 1990s. These are communities “where the state delivers few resources, doesn’t seem to do much, yet figures as a central actor in people’s lives,” he says.

      Part of this region had been a German colony, and the other part was originally under British rule, and Nathan compared the political trajectories of these two areas, focusing on differences in early state efforts to impose new forms of local political leadership and gradually build a formal education system.

      “The colonial legacy in the British areas was elite families who came to dominate, entrenching themselves and creating political dynasties and economic inequality,” says Nathan. But similar ethnic groups exposed to different state policies in the original German colony were not riven with the same class inequalities, and enjoy better access to government services today. “This research is changing how we think about state weakness in the developing world, how we tend to see the emergence of inequality where societal elites come into power,” he says. The results of Nathan’s research will be published in a forthcoming book, “The Scarce State: Inequality and Political Power in the Hinterland.”

      Politics of built spaces

      At MIT, Nathan is pivoting to a fresh new framing for questions on urbanization. Wielding a public source map of cities around the world, he is scrutinizing the geometry of street grids in 1,000 of sub-Saharan Africa’s largest cities “to think about urban order,” he says. Digitizing historical street maps of African cities from the Library of Congress’s map collection, he can look at how these cities were built and evolved physically. “When cities emerge based on grids, rather than tangles, they are more legible to governments,” he says. “This means that it’s easier to find people, easier to govern, tax, repress, and politically mobilize them.”  

      Nathan has begun to demonstrate that in the post-colonial period, “cities that were built under authoritarian regimes tend to be most legible, with even low-capacity regimes trying to impose control and make them gridded.” Democratic governments, he says, “lead to more tangled and chaotic built environments, with people doing what they want.” He also draws comparisons to how state policies shaped urban growth in the United States, with local and federal governments exerting control over neighborhood development, leading to redlining and segregation in many cities.

      Nathan’s interests naturally pull him toward the MIT Governance Lab and Global Diversity Lab. “I’m hoping to dive into both,” he says. “One big attraction of the department is the really interesting research that’s being done on developing countries.”  He also plans to use the stature he has built over many years of research in Africa to help “open doors” to African researchers and students, who may not always get the same kind of access to institutions and data that he has had. “I’m hoping to build connections to researchers in the global South,” he says. More

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      MIT Center for Real Estate launches the Asia Real Estate Initiative

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      To appreciate the explosive urbanization taking place in Asia, consider this analogy: Every 40 days, a city the equivalent size of Boston is built in Asia. Of the $24.7 trillion real estate investment opportunities predicted by 2030 in emerging cities, $17.8 trillion (72 percent) will be in Asia. While this growth is exciting to the real estate industry, it brings with it the attendant social and environmental issues.

      To promote a sustainable and innovative approach to this growth, leadership at the MIT Center for Real Estate (MIT CRE) recently established the Asia Real Estate Initiative (AREI), which aims to become a platform for industry leaders, entrepreneurs, and the academic community to find solutions to the practical concerns of real estate development across these countries.

      “Behind the creation of this initiative is the understanding that Asia is a living lab for the study of future global urban development,” says Hashim Sarkis, dean of the MIT School of Architecture and Planning.

      An investment in cities of the future

      One of the areas in AREI’s scope of focus is connecting sustainability and technology in real estate.

      “We believe the real estate sector should work cooperatively with the energy, science, and technology sectors to solve the climate challenges,” says Richard Lester, the Institute’s associate provost for international activities. “AREI will engage academics and industry leaders, nongovernment organizations, and civic leaders globally and in Asia, to advance sharing knowledge and research.”

      In its effort to understand how trends and new technologies will impact the future of real estate, AREI has received initial support from a prominent alumnus of MIT CRE who wishes to remain anonymous. The gift will support a cohort of researchers working on innovative technologies applicable to advancing real estate sustainability goals, with a special focus on the global and Asia markets. The call for applications is already under way, with AREI seeking to collaborate with scholars who have backgrounds in economics, finance, urban planning, technology, engineering, and other disciplines.

      “The research on real estate sustainability and technology could transform this industry and help invent global real estate of the future,” says Professor Siqi Zheng, faculty director of MIT CRE and AREI faculty chair. “The pairing of real estate and technology often leads to innovative and differential real estate development strategies such as buildings that are green, smart, and healthy.”

      The initiative arrives at a key time to make a significant impact and cement a leadership role in real estate development across Asia. MIT CRE is positioned to help the industry increase its efficiency and social responsibility, with nearly 40 years of pioneering research in the field. Zheng, an established scholar with expertise on urban growth in fast-urbanizing regions, is the former president of the Asia Real Estate Society and sits on the Board of American Real Estate and Urban Economics Association. Her research has been supported by international institutions including the World Bank, the Asian Development Bank, and the Lincoln Institute of Land Policy.

      “The researchers in AREI are now working on three interrelated themes: the future of real estate and live-work-play dynamics; connecting sustainability and technology in real estate; and innovations in real estate finance and business,” says Zheng.

      The first theme has already yielded a book — “Toward Urban Economic Vibrancy: Patterns and Practices in Asia’s New Cities” — recently published by SA+P Press.

      Engaging thought leaders and global stakeholders

      AREI also plans to collaborate with counterparts in Asia to contribute to research, education, and industry dialogue to meet the challenges of sustainable city-making across the continent and identify areas for innovation. Traditionally, real estate has been a very local business with a lengthy value chain, according to Zhengzhen Tan, director of AREI. Most developers focused their career on one particular product type in one particular regional market. AREI is working to change that dynamic.

      “We want to create a cross-border dialogue within Asia and among Asia, North America, and European leaders to exchange knowledge and practices,” says Tan. “The real estate industry’s learning costs are very high compared to other sectors. Collective learning will reduce the cost of failure and have a significant impact on these global issues.”

      The 2021 United Nations Climate Change Conference in Glasgow shed additional light on environmental commitments being made by governments in Asia. With real estate representing 40 percent of global greenhouse gas emissions, the Asian real estate market is undergoing an urgent transformation to deliver on this commitment.

      “One of the most pressing calls is to get to net-zero emissions for real estate development and operation,” says Tan. “Real estate investors and developers are making short- and long-term choices that are locking in environmental footprints for the ‘decisive decade.’ We hope to inspire developers and investors to think differently and get out of their comfort zone.” More

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      Research aims to mitigate chemical and biological airborne threats

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      When the air harbors harmful matter, such as a virus or toxic chemical, it’s not always easy to promptly detect this danger. Whether spread maliciously or accidentally, how fast and how far could hazardous plumes travel through a city? What could emergency managers do in response?

      These were questions that scientists, public health officials, and government agencies probed with an air flow study conducted recently in New York City. At 120 locations across all five boroughs of the city, a team led by MIT Lincoln Laboratory collected safe test particles and gases released earlier in subway stations and on streets, tracking their journeys. The exercise measured how far the materials traveled and what their concentrations were when detected.

      The results are expected to improve air dispersion models, and in turn, help emergency planners improve response protocols if a real chemical or biological event were to take place. 

      The study was performed under the Department of Homeland Security (DHS) Science and Technology Directorate’s (S&T) Urban Threat Dispersion Project. The project is largely driven by Lincoln Laboratory’s Counter–Weapons of Mass Destruction (CWMD) Systems Group to improve homeland defenses against airborne threats. This exercise followed a similar, though much smaller, study in 2016 that focused mainly on the subway system within Manhattan.

      “The idea was to look at how particles and gases move through urban environments, starting with a focus on subways,” says Mandeep Virdi, a researcher in the CWMD Systems Group who helped lead both studies.

      The particles and gases used in the study are safe to disperse. The particulates are primarily composed of maltodextrin sugar, and have been used in prior public safety exercises. To enable researchers to track the particles, the particles are modified with small amounts of synthetic DNA that acts as a unique “barcode.” This barcode corresponds to the location from which the particle was released and the day of release. When these particles are later collected and analyzed, researchers can know exactly where they came from.

      The laboratory’s team led the process of releasing the particles and collecting the particle samples for analysis. A small sprayer is used to aerosolize the particles into the air. As the particles flow throughout the city, some get trapped in filters set up at the many dispersed collection sites. 

      To make processes more efficient for this large study, the team built special filter heads that rotated through multiple filters, saving time spent revisiting a collection site. They also developed a system using NFC (near-field communication) tags to simplify the cataloging and tracking of samples and equipment through a mobile app. 

      The researchers are still processing the approximately 5,000 samples that were collected over the five-day measurement campaign. The data will feed into existing particle dispersion models to improve simulations. One of these models, from Argonne National Laboratory, focuses on subway environments, and another model from Los Alamos National Laboratory simulates above-ground city environments, taking into account buildings and urban canyon air flows.

      Together, these models can show how a plume would travel from the subway to the streets, for example. These insights will enable emergency managers in New York City to develop more informed response strategies, as they did following the 2016 subway study.

      “The big question has always been, if there is a release and law enforcement can detect it in time, what do you actually do? Do you shut down the subway system? What can you do to mitigate those effects? Knowing that is the end goal,” Virdi says. 

      A new program, called the Chemical and Biological Defense Testbed, has just kicked off to further investigate those questions. Trina Vian at Lincoln Laboratory is leading this program, also under S&T funding.

      “Now that we’ve learned more about how material transports through the subway system, this test bed is looking at ways that we can mitigate that transport in a low-regret way,” Vian says.

      According to Vian, emergency managers don’t have many options other than to evacuate the area when a biological or chemical sensor is triggered. Yet current sensors tend to have high false-alarm rates, particularly in dirty environments. “You really can’t afford to make that evacuation call in error. Not only do you undermine people’s trust in the system, but also people can become injured, and it may actually be a non-threatening situation.”

      The goal of this test bed is to develop architectures and technologies that could allow for a range of appropriate response activities. For example, the team will be looking at ways through which air flow could be constrained or filtered in place, without disrupting traffic, while responders validate an alarm. They’ll also be testing the performance of new chemical and biological sensor technologies.

      Both Vian and Virdi stress the importance of collaboration for carrying out these large-scale studies, and in tackling the problem of airborne dangers in general. The test bed program is already benefiting by using equipment provided through the CWMD Alliance, a partnership of DHS and the Joint Program Executive Office for Chemical, Biological, Radiological and Nuclear Defense.

      A team of nearly 175 personnel worked together on the air flow exercise, spanning the Metropolitan Transportation Authority, New York City Transit, New York City Police Department, Port Authority of New York and New Jersey, New Jersey Transit, New York City Department of Environmental Protection, the New York City Department of Health and Mental Hygiene, the National Guard Weapons of Mass Destruction Civil Support Teams, the Environmental Protection Agency, and Department of Energy National Laboratories, in addition to S&T and Lincoln Laboratory.

      “It really was all about teamwork,” Virdi reflects. “Programs like this are why I came to Lincoln Laboratory. Seeing how the science is applied in a way that has real actionable results and how appreciative agencies are of what we’re doing has been rewarding. It’s exciting to see your program through, especially one as intense as this.” More

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      One autonomous taxi, please

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      If you don’t get seasick, an autonomous boat might be the right mode of transportation for you. 

      Scientists from MIT’s Computer Science and Artificial Intelligence Laboratory (CSAIL) and the Senseable City Laboratory, together with Amsterdam Institute for Advanced Metropolitan Solutions (AMS Institute) in the Netherlands, have now created the final project in their self-navigating trilogy: a full-scale, fully autonomous robotic boat that’s ready to be deployed along the canals of Amsterdam. 

      “Roboat” has come a long way since the team first started prototyping small vessels in the MIT pool in late 2015. Last year, the team released their half-scale, medium model that was 2 meters long and demonstrated promising navigational prowess. 

      This year, two full-scale Roboats were launched, proving more than just proof-of-concept: these craft can comfortably carry up to five people, collect waste, deliver goods, and provide on-demand infrastructure. 

      The boat looks futuristic — it’s a sleek combination of black and gray with two seats that face each other, with orange block letters on the sides that illustrate the makers’ namesakes. It’s a fully electrical boat with a battery that’s the size of a small chest, enabling up to 10 hours of operation and wireless charging capabilities. 

      Play video

      Autonomous Roboats set sea in the Amsterdam canals and can comfortably carry up to five people, collect waste, deliver goods, and provide on-demand infrastructure.

      “We now have higher precision and robustness in the perception, navigation, and control systems, including new functions, such as close-proximity approach mode for latching capabilities, and improved dynamic positioning, so the boat can navigate real-world waters,” says Daniela Rus, MIT professor of electrical engineering and computer science and director of CSAIL. “Roboat’s control system is adaptive to the number of people in the boat.” 

      To swiftly navigate the bustling waters of Amsterdam, Roboat needs a meticulous fusion of proper navigation, perception, and control software. 

      Using GPS, the boat autonomously decides on a safe route from A to B, while continuously scanning the environment to  avoid collisions with objects, such as bridges, pillars, and other boats.

      To autonomously determine a free path and avoid crashing into objects, Roboat uses lidar and a number of cameras to enable a 360-degree view. This bundle of sensors is referred to as the “perception kit” and lets Roboat understand its surroundings. When the perception picks up an unseen object, like a canoe, for example, the algorithm flags the item as “unknown.” When the team later looks at the collected data from the day, the object is manually selected and can be tagged as “canoe.” 

      The control algorithms — similar to ones used for self-driving cars — function a little like a coxswain giving orders to rowers, by translating a given path into instructions toward the “thrusters,” which are the propellers that help the boat move.  

      If you think the boat feels slightly futuristic, its latching mechanism is one of its most impressive feats: small cameras on the boat guide it to the docking station, or other boats, when they detect specific QR codes. “The system allows Roboat to connect to other boats, and to the docking station, to form temporary bridges to alleviate traffic, as well as floating stages and squares, which wasn’t possible with the last iteration,” says Carlo Ratti, professor of the practice in the MIT Department of Urban Studies and Planning (DUSP) and director of the Senseable City Lab. 

      Roboat, by design, is also versatile. The team created a universal “hull” design — that’s the part of the boat that rides both in and on top of the water. While regular boats have unique hulls, designed for specific purposes, Roboat has a universal hull design where the base is the same, but the top decks can be switched out depending on the use case.

      “As Roboat can perform its tasks 24/7, and without a skipper on board, it adds great value for a city. However, for safety reasons it is questionable if reaching level A autonomy is desirable,” says Fabio Duarte, a principal research scientist in DUSP and lead scientist on the project. “Just like a bridge keeper, an onshore operator will monitor Roboat remotely from a control center. One operator can monitor over 50 Roboat units, ensuring smooth operations.”

      The next step for Roboat is to pilot the technology in the public domain. “The historic center of Amsterdam is the perfect place to start, with its capillary network of canals suffering from contemporary challenges, such as mobility and logistics,” says Stephan van Dijk, director of innovation at AMS Institute. 

      Previous iterations of Roboat have been presented at the IEEE International Conference on Robotics and Automation. The boats will be unveiled on Oct. 28 in the waters of Amsterdam. 

      Ratti, Rus, Duarte, and Dijk worked on the project alongside Andrew Whittle, MIT’s Edmund K Turner Professor in civil and environmental engineering; Dennis Frenchman, professor at MIT’s Department of Urban Studies and Planning; and Ynse Deinema of AMS Institute. The full team can be found at Roboat’s website. The project is a joint collaboration with AMS Institute. The City of Amsterdam is a project partner. More

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      Deep learning helps predict traffic crashes before they happen

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      Today’s world is one big maze, connected by layers of concrete and asphalt that afford us the luxury of navigation by vehicle. For many of our road-related advancements — GPS lets us fire fewer neurons thanks to map apps, cameras alert us to potentially costly scrapes and scratches, and electric autonomous cars have lower fuel costs — our safety measures haven’t quite caught up. We still rely on a steady diet of traffic signals, trust, and the steel surrounding us to safely get from point A to point B. 

      To get ahead of the uncertainty inherent to crashes, scientists from MIT’s Computer Science and Artificial Intelligence Laboratory (CSAIL) and the Qatar Center for Artificial Intelligence developed a deep learning model that predicts very high-resolution crash risk maps. Fed on a combination of historical crash data, road maps, satellite imagery, and GPS traces, the risk maps describe the expected number of crashes over a period of time in the future, to identify high-risk areas and predict future crashes. 

      Typically, these types of risk maps are captured at much lower resolutions that hover around hundreds of meters, which means glossing over crucial details since the roads become blurred together. These maps, though, are 5×5 meter grid cells, and the higher resolution brings newfound clarity: The scientists found that a highway road, for example, has a higher risk than nearby residential roads, and ramps merging and exiting the highway have an even higher risk than other roads. 

      “By capturing the underlying risk distribution that determines the probability of future crashes at all places, and without any historical data, we can find safer routes, enable auto insurance companies to provide customized insurance plans based on driving trajectories of customers, help city planners design safer roads, and even predict future crashes,” says MIT CSAIL PhD student Songtao He, a lead author on a new paper about the research. 

      Even though car crashes are sparse, they cost about 3 percent of the world’s GDP and are the leading cause of death in children and young adults. This sparsity makes inferring maps at such a high resolution a tricky task. Crashes at this level are thinly scattered — the average annual odds of a crash in a 5×5 grid cell is about one-in-1,000 — and they rarely happen at the same location twice. Previous attempts to predict crash risk have been largely “historical,” as an area would only be considered high-risk if there was a previous nearby crash. 

      The team’s approach casts a wider net to capture critical data. It identifies high-risk locations using GPS trajectory patterns, which give information about density, speed, and direction of traffic, and satellite imagery that describes road structures, such as the number of lanes, whether there’s a shoulder, or if there’s a large number of pedestrians. Then, even if a high-risk area has no recorded crashes, it can still be identified as high-risk, based on its traffic patterns and topology alone. 

      To evaluate the model, the scientists used crashes and data from 2017 and 2018, and tested its performance at predicting crashes in 2019 and 2020. Many locations were identified as high-risk, even though they had no recorded crashes, and also experienced crashes during the follow-up years.

      “Our model can generalize from one city to another by combining multiple clues from seemingly unrelated data sources. This is a step toward general AI, because our model can predict crash maps in uncharted territories,” says Amin Sadeghi, a lead scientist at Qatar Computing Research Institute (QCRI) and an author on the paper. “The model can be used to infer a useful crash map even in the absence of historical crash data, which could translate to positive use for city planning and policymaking by comparing imaginary scenarios.” 

      The dataset covered 7,500 square kilometers from Los Angeles, New York City, Chicago and Boston. Among the four cities, L.A. was the most unsafe, since it had the highest crash density, followed by New York City, Chicago, and Boston. 

      “If people can use the risk map to identify potentially high-risk road segments, they can take action in advance to reduce the risk of trips they take. Apps like Waze and Apple Maps have incident feature tools, but we’re trying to get ahead of the crashes — before they happen,” says He. 

      He and Sadeghi wrote the paper alongside Sanjay Chawla, research director at QCRI, and MIT professors of electrical engineering and computer science Mohammad Alizadeh, ​​Hari Balakrishnan, and Sam Madden. They will present the paper at the 2021 International Conference on Computer Vision. More

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      Finding common ground in Malden

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      When disparate groups convene around a common goal, exciting things can happen.

      That is the inspiring story unfolding in Malden, Massachusetts, a city of about 60,000 — nearly half people of color — where a new type of community coalition continues to gain momentum on its plan to build a climate-resilient waterfront park along its river. The Malden River Works (MRW) project, recipient of the inaugural Leventhal City Prize, is seeking to connect to a contiguous greenway network where neighboring cities already have visitors coming to their parks and enjoying recreational boating. More important, the MRW is changing the model for how cities address civic growth, community engagement, equitable climate resilience, and environmental justice.                                                                                        

      The MRW’s steering committee consists of eight resident leaders of color, a resident environmental advocate, and three city representatives. One of the committee’s primary responsibilities is providing direction to the MRW’s project team, which includes urban designers, watershed and climate resilience planners, and a community outreach specialist. MIT’s Kathleen Vandiver, director of the Community Outreach Education and Engagement Core at MIT’s Center for Environmental Health Sciences (CEHS), and Marie Law Adams MArch ’06, a lecturer in the School of Architecture and Planning’s Department of Urban Studies and Planning (DUSP), serve on the project team.

      “This governance structure is somewhat unusual,” says Adams. “More typical is having city government as the primary decision-maker. It is important that one of the first things our team did was build a steering committee that is the decision maker on this project.”

      Evan Spetrini ’18 is the senior planner and policy manager for the Malden Redevelopment Authority and sits on both the steering committee and project team. He says placing the decision-making power with the steering committee and building it to be representative of marginalized communities was intentional. 

      “Changing that paradigm of power and decision-making in planning processes was the way we approached social resilience,” says Spetrini. “We have always intended this project to be a model for future planning projects in Malden.”

      This model ushers in a new history chapter for a city founded in 1640.

      Located about six miles north of Boston, Malden was home to mills and factories that used the Malden River for power, and a site for industrial waste over the last two centuries. Decades after the city’s industrial decline, there is little to no public access to the river. Many residents were not even aware there was a river in their city. Before the project was under way, Vandiver initiated a collaborative effort to evaluate the quality of the river’s water. Working with the Mystic River Watershed Association, Gradient Corporation, and CEHS, water samples were tested and a risk analysis conducted.

      “Having the study done made it clear the public could safely enjoy boating on the water,” says Vandiver. “It was a breakthrough that allowed people to see the river as an amenity.”

      A team effort

      Marcia Manong had never seen the river, but the Malden resident was persuaded to join the steering committee with the promise the project would be inclusive and of value to the community. Manong has been involved with civic engagement most of her life in the United States and for 20 years in South Africa.

      “It wasn’t going to be a marginalized, token-ized engagement,” says Manong. “It was clear to me that they were looking for people that would actually be sitting at the table.”

      Manong agreed to recruit additional people of color to join the team. From the beginning, she says, language was a huge barrier, given that nearly half of Malden’s residents do not speak English at home. Finding the translation efforts at their public events to be inadequate, the steering committee directed more funds to be made available for translation in several languages when public meetings began being held over Zoom this past year.

      “It’s unusual for most cities to spend this money, but our population is so diverse that we require it,” says Manong. “We have to do it. If the steering committee wasn’t raising this issue with the rest of the team, perhaps this would be overlooked.”

      Another alteration the steering committee has made is how the project engages with the community. While public attendance at meetings had been successful before the pandemic, Manong says they are “constantly working” to reach new people. One method has been to request invitations to attend the virtual meetings of other organizations to keep them apprised of the project.

      “We’ve said that people feel most comfortable when they’re in their own surroundings, so why not go where the people are instead of trying to get them to where we are,” says Manong.

      Buoyed by the $100,000 grant from MIT’s Norman B. Leventhal Center for Advanced Urbanism (LCAU) in 2019, the project team worked with Malden’s Department of Public Works, which is located along the river, to redesign its site and buildings and to study how to create a flood-resistant public open space as well as an elevated greenway path, connecting with other neighboring cities’ paths. The park’s plans also call for 75 new trees to reduce urban heat island effect, open lawn for gathering, and a dock for boating on the river.

      “The storm water infrastructure in these cities is old and isn’t going to be able to keep up with increased precipitation,” says Adams. “We’re looking for ways to store as much water as possible on the DPW site so we can hold it and release it more gradually into the river to avoid flooding.”

      The project along the 2.3-mile-long river continues to receive attention. Recently, the city of Malden was awarded a 2021 Accelerating Climate Resilience Grant of more than $50,000 from the state’s Metropolitan Area Planning Council and the Barr Foundation to support the project. Last fall, the project was awarded a $150,015 Municipal Vulnerability Preparedness Action Grant. Both awards are being directed to fund engineering work to refine the project’s design.

      “We — and in general, the planning profession — are striving to create more community empowerment in decision-making as to what happens to their community,” says Spetrini. “Putting the power in the community ensures that it’s actually responding to the needs of the community.”

      Contagious enthusiasm

      Manong says she’s happy she got involved with the project and believes the new governance structure is making a difference.

      “This project is definitely engaging with communities of color in a manner that is transformative and that is looking to build a long-lasting power dynamic built on trust,” she says. “It’s a new energized civic engagement and we’re making that happen. It’s very exciting.”

      Spetrini finds the challenge of creating an open space that’s publicly accessible and alongside an active work site professionally compelling.

      “There is a way to preserve the industrial employment base while also giving the public greater access to this natural resource,” he says. “It has real implications for other communities to follow this type of model.”

      Despite the pandemic this past year, enthusiasm for the project is palpable. For Spetrini, a Malden resident, it’s building “the first significant piece of what has been envisioned as the Malden River Greenway.” Adams sees the total project as a way to build social resilience as well as garnering community interest in climate resilience. For Vandiver, it’s the implications for improved community access.

      “From a health standpoint, everybody has learned from Covid-19 that the health aspects of walking in nature are really restorative,” says Vandiver. “Creating greater green space gives more attention to health issues. These are seemingly small side benefits, but they’re huge for mental health benefits.”

      Leventhal City Prize’s next cycle

      The Leventhal City Prize was established by the LCAU to catalyze innovative, interdisciplinary urban design, and planning approaches worldwide to improve both the environment and the quality of life for residents. Support for the LCAU was provided by the Muriel and Norman B. Leventhal Family Foundation and the Sherry and Alan Leventhal Family Foundation.

      “We’re thrilled with inaugural recipients of the award and the extensive work they’ve undertaken that is being held up as an exemplary model for others to learn from,” says Sarah Williams, LCAU director and a professor in DUSP. “Their work reflects the prize’s intent. We look forward to catalyzing these types of collaborative partnership in the next prize cycle.”

      Submissions for the next cycle of the Leventhal City Prize will open in early 2022.    More