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    • 163 Shares139 Views

      in Data Management & Statistics

      Smarter regulation of global shipping emissions could improve air quality and health outcomes

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      Emissions from shipping activities around the world account for nearly 3 percent of total human-caused greenhouse gas emissions, and could increase by up to 50 percent by 2050, making them an important and often overlooked target for global climate mitigation. At the same time, shipping-related emissions of additional pollutants, particularly nitrogen and sulfur oxides, pose a significant threat to global health, as they degrade air quality enough to cause premature deaths.

      The main source of shipping emissions is the combustion of heavy fuel oil in large diesel engines, which disperses pollutants into the air over coastal areas. The nitrogen and sulfur oxides emitted from these engines contribute to the formation of PM2.5, airborne particulates with diameters of up to 2.5 micrometers that are linked to respiratory and cardiovascular diseases. Previous studies have estimated that PM2.5  from shipping emissions contribute to about 60,000 cardiopulmonary and lung cancer deaths each year, and that IMO 2020, an international policy that caps engine fuel sulfur content at 0.5 percent, could reduce PM2.5 concentrations enough to lower annual premature mortality by 34 percent.

      Global shipping emissions arise from both domestic (between ports in the same country) and international (between ports of different countries) shipping activities, and are governed by national and international policies, respectively. Consequently, effective mitigation of the air quality and health impacts of global shipping emissions will require that policymakers quantify the relative contributions of domestic and international shipping activities to these adverse impacts in an integrated global analysis.

      A new study in the journal Environmental Research Letters provides that kind of analysis for the first time. To that end, the study’s co-authors — researchers from MIT and the Hong Kong University of Science and Technology — implement a three-step process. First, they create global shipping emission inventories for domestic and international vessels based on ship activity records of the year 2015 from the Automatic Identification System (AIS). Second, they apply an atmospheric chemistry and transport model to this data to calculate PM2.5 concentrations generated by that year’s domestic and international shipping activities. Finally, they apply a model that estimates mortalities attributable to these pollutant concentrations.

      The researchers find that approximately 94,000 premature deaths were associated with PM2.5 exposure due to maritime shipping in 2015 — 83 percent international and 17 percent domestic. While international shipping accounted for the vast majority of the global health impact, some regions experienced significant health burdens from domestic shipping operations. This is especially true in East Asia: In China, 44 percent of shipping-related premature deaths were attributable to domestic shipping activities.

      “By comparing the health impacts from international and domestic shipping at the global level, our study could help inform decision-makers’ efforts to coordinate shipping emissions policies across multiple scales, and thereby reduce the air quality and health impacts of these emissions more effectively,” says Yiqi Zhang, a researcher at the Hong Kong University of Science and Technology who led the study as a visiting student supported by the MIT Joint Program on the Science and Policy of Global Change.

      In addition to estimating the air-quality and health impacts of domestic and international shipping, the researchers evaluate potential health outcomes under different shipping emissions-control policies that are either currently in effect or likely to be implemented in different regions in the near future.

      They estimate about 30,000 avoided deaths per year under a scenario consistent with IMO 2020, an international regulation limiting the sulfur content in shipping fuel oil to 0.5 percent — a finding that tracks with previous studies. Further strengthening regulations on sulfur content would yield only slight improvement; limiting sulfur content to 0.1 percent reduces annual shipping-attributable PM2.5-related premature deaths by an additional 5,000. In contrast, regulating nitrogen oxides instead, involving a Tier III NOx Standard would produce far greater benefits than a 0.1-percent sulfur cap, with 33,000 further avoided deaths.

      “Areas with high proportions of mortalities contributed by domestic shipping could effectively use domestic regulations to implement controls,” says study co-author Noelle Selin, a professor at MIT’s Institute for Data, Systems and Society and Department of Earth, Atmospheric and Planetary Sciences, and a faculty affiliate of the MIT Joint Program. “For other regions where much damage comes from international vessels, further international cooperation is required to mitigate impacts.” More

    • 75 Shares169 Views

      in Data Management & Statistics

      A comprehensive study of technological change

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      The societal impacts of technological change can be seen in many domains, from messenger RNA vaccines and automation to drones and climate change. The pace of that technological change can affect its impact, and how quickly a technology improves in performance can be an indicator of its future importance. For decision-makers like investors, entrepreneurs, and policymakers, predicting which technologies are fast improving (and which are overhyped) can mean the difference between success and failure.

      New research from MIT aims to assist in the prediction of technology performance improvement using U.S. patents as a dataset. The study describes 97 percent of the U.S. patent system as a set of 1,757 discrete technology domains, and quantitatively assesses each domain for its improvement potential.

      “The rate of improvement can only be empirically estimated when substantial performance measurements are made over long time periods,” says Anuraag Singh SM ’20, lead author of the paper. “In some large technological fields, including software and clinical medicine, such measures have rarely, if ever, been made.”

      A previous MIT study provided empirical measures for 30 technological domains, but the patent sets identified for those technologies cover less than 15 percent of the patents in the U.S. patent system. The major purpose of this new study is to provide predictions of the performance improvement rates for the thousands of domains not accessed by empirical measurement. To accomplish this, the researchers developed a method using a new probability-based algorithm, machine learning, natural language processing, and patent network analytics.

      Overlap and centrality

      A technology domain, as the researchers define it, consists of sets of artifacts fulfilling a specific function using a specific branch of scientific knowledge. To find the patents that best represent a domain, the team built on previous research conducted by co-author Chris Magee, a professor of the practice of engineering systems within the Institute for Data, Systems, and Society (IDSS). Magee and his colleagues found that by looking for patent overlap between the U.S. and international patent-classification systems, they could quickly identify patents that best represent a technology. The researchers ultimately created a correspondence of all patents within the U.S. patent system to a set of 1,757 technology domains.

      To estimate performance improvement, Singh employed a method refined by co-authors Magee and Giorgio Triulzi, a researcher with the Sociotechnical Systems Research Center (SSRC) within IDSS and an assistant professor at Universidad de los Andes in Colombia. Their method is based on the average “centrality” of patents in the patent citation network. Centrality refers to multiple criteria for determining the ranking or importance of nodes within a network.

      “Our method provides predictions of performance improvement rates for nearly all definable technologies for the first time,” says Singh.

      Those rates vary — from a low of 2 percent per year for the “Mechanical skin treatment — Hair removal and wrinkles” domain to a high of 216 percent per year for the “Dynamic information exchange and support systems integrating multiple channels” domain. The researchers found that most technologies improve slowly; more than 80 percent of technologies improve at less than 25 percent per year. Notably, the number of patents in a technological area was not a strong indicator of a higher improvement rate.

      “Fast-improving domains are concentrated in a few technological areas,” says Magee. “The domains that show improvement rates greater than the predicted rate for integrated chips — 42 percent, from Moore’s law — are predominantly based upon software and algorithms.”

      TechNext Inc.

      The researchers built an online interactive system where domains corresponding to technology-related keywords can be found along with their improvement rates. Users can input a keyword describing a technology and the system returns a prediction of improvement for the technological domain, an automated measure of the quality of the match between the keyword and the domain, and patent sets so that the reader can judge the semantic quality of the match.

      Moving forward, the researchers have founded a new MIT spinoff called TechNext Inc. to further refine this technology and use it to help leaders make better decisions, from budgets to investment priorities to technology policy. Like any inventors, Magee and his colleagues want to protect their intellectual property rights. To that end, they have applied for a patent for their novel system and its unique methodology.

      “Technologies that improve faster win the market,” says Singh. “Our search system enables technology managers, investors, policymakers, and entrepreneurs to quickly look up predictions of improvement rates for specific technologies.”

      Adds Magee: “Our goal is to bring greater accuracy, precision, and repeatability to the as-yet fuzzy art of technology forecasting.” More

    • 100 Shares119 Views

      in Data Management & Statistics

      Lockdowns reveal inequities in opportunities for walking activities

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      Lockdowns saved lives during the global SARS-CoV-2 pandemic. But as much as they have slowed the spread of Covid-19, there have been some unintended consequences.

      New MIT research shows that lockdowns in 10 metropolitan areas throughout the United States led to a marked reduction in walking. These decreases were mostly seen among residents living in lower-income areas of the city, effectively reducing access to physical activity for minorities and people suffering from illnesses such as obesity and diabetes.

      “Walking is the cheapest, most accessible physical exercise that you can do,” says Esteban Moro, visiting research scientist in the MIT Connection Science Group and senior author on the Nature Communications paper published on June 16. “Places in which people have lower incomes, less park access, and more obesity prevalence were more affected by this walking reduction — which you can think of as another pandemic, the lack of access to affordable exercise.”

      The research focused on recreational versus utilitarian walking done by residents in the U.S. cities of New York, Los Angeles, Chicago, Boston, Miami, Dallas, San Francisco, Seattle, Philadelphia, and Washington D.C. (Utilitarian walking is defined as having a goal; for example, walking to the store or to public transportation. Recreational walking is a walk meant for leisure or exercise.)

      Comparing cellphone data from February 2020 to different time points throughout 2020 lockdowns, the researchers saw an average 70 percent decrease in the number of walks — which remained down by about 18 percent after loosened restrictions — a 50 percent decrease in distance walked, and a 72 percent decrease in utilitarian walking — which remained down by 39 percent even after restrictions were lifted.

      On their face, these findings may not be surprising. When people couldn’t leave their homes, they walked less. But digging deeper into the data yields troubling insights. For example, people in lower-income regions are more likely to rely on public transportation. Lockdowns cut back on those services, meaning fewer people walking to trains and buses.

      Another statistic showed that people in higher-income areas reduced their number of utilitarian walks but were able to replace some of the lost movement with recreational walks around their neighborhoods or in nearby parks.

      “People in higher-income areas generally not only have a park nearby, but also have jobs that give them a degree of flexibility. Jobs that permit them to take a break and walk,” says Moro. “People in the low-income regions often don’t have the ability, the opportunity or even the facilities to actually do this.”

      How it was done

      The researchers used de-identified mobile data obtained through a partnership within the company Cuebiq’s Data for Good COVID-19 Collaborative program. The completely anonymized dataset consisted of GPS locations gathered from smartphone accelerometers from users who opted into the program. Moro and his collaborators took these data and, using specifically designed algorithms, determined when people walked, for how long, and for what purpose. They compared this information from before the pandemic, at different points throughout lockdown, and at a point when most restrictions had been eased. They matched the GPS-identified locations of the smartphones with census data to understand income level and other demographics.

      To make sure their dataset was robust, they only used information from areas that could reasonably be considered pedestrian. The researchers also acknowledge that the dataset may be incomplete, considering people may have occasionally walked without their phones on them.

      Leisure versus utilitarian walks were separated according to distance and/or destination. Utilitarian walks are usually shorter and involve stops at destinations other than the starting point. Leisure walks are longer and usually happen closer to home or in dedicated outdoor spaces.

      For example, many of the walks recorded pre-Covid-19 were short and occurred at around 7 a.m. and between 3 and 5 p.m., which would indicate a walking commute. These bouts of walking were replaced on weekends by short walks around noon.

      The key takeaway is that most walking in cities occurs with the goal of getting to a place. If people don’t have the opportunity to walk to places they need to go, they will reduce their walking activity overall. But when provided opportunity and access, people can supplement utilitarian activity with leisure walking.

      What can be done about it

      Taking into account the public health implications of physical inactivity, the authors argue a reduction in access to walking should be considered a second pandemic and be addressed with the same rigor as the Covid-19 pandemic.

      They suggest several tactical urbanization strategies (defined as non-permanent but easily accessible measures) to increase safety and appeal for both utilitarian and recreational walkers. Many of these have already been implemented in various cities around the world to ease economic and other hardships of the pandemic. Sections of city streets have been closed off to cars on weekends or other non-busy times to allow for pedestrian walking areas. Restaurants have been given curb space to allow for outdoor dining.

      “But most of these pop-up pedestrian areas happen in downtown, where people are high-income and have easier access to more walking opportunities,” notes Moro.

      The same attention needs to be paid to lower-income areas, the researchers argue. This study’s data showed that people explored their own neighborhoods in a recreational way more during lockdown than pre-pandemic. Such wanderings, the researcher say, should be encouraged by making any large, multi-lane intersections safer to cross for the elderly, sick, or those with young children. And local parks, usually seen as places for running laps, should be made more attractive destinations by adding amenities like water fountains, shaded pavilions, and hygiene and sanitation spaces.

      This study was unique in that its data came straight from mobile devices, rather than being self-reported in surveys. This more reliable method of tracking made this study more data-driven than other, similar efforts. And the geotagged data allowed the researchers to dig into socioeconomic trends associated with the findings.

      This is the team’s first analysis of physical activity during and just after lockdown. They hope to use lessons learned from this and planned follow-ups to encourage more permanent adoption of pedestrian-friendly pandemic-era changes.

      The Connection Science Group, co-led by faculty member Alex “Sandy” Pentland — who, along with Moro was a co-author on the paper along with six others from the UK, Brazil, and Australia — is part of the MIT Sociotechnical Systems Research Center within the MIT Institute for Data, Systems, and Society. The collaborative research exemplified in this study is core to the mission of the SSRC; in pairing computer science with public health, the group not only observes trends but also contextualizes data and use them to make improvements for everyone.

      “SSRC merges both the social and technological components of the research,” says Moro. “We’re not only building an analysis, but going beyond that to propose new policies and interventions to change what we are seeing for the better.” More