Urban prediction tasks, such as forecasting traffic flow, temperature, and crime rates, are crucial for efficient urban planning and management. However, existing Spatiotemporal Graph Neural Networks (ST-GNNs) often rely solely on accuracy, overlooking spatial and demographic disparities in their predictions. This oversight can lead to imbalanced resource allocation and exacerbate existing inequities in urban areas. This study introduces a Residual-Aware Attention (RAA) Block and an equality-enhancing loss function to address these disparities. By adapting the adjacency matrix during training and incorporating spatial disparity metrics, our approach aims to reduce local segregation of residuals and errors. We applied our methodology to urban prediction tasks in Chicago, utilizing a travel demand dataset as an example. Our model achieved a 48% significant improvement in fairness metrics with only a 9% increase in error metrics. Spatial analysis of residual distributions revealed that models with RAA Blocks produced more equitable prediction results, particularly by reducing errors clustered in central regions. Attention maps demonstrated the model's ability to dynamically adjust focus, leading to more balanced predictions. Case studies of various community areas in Chicago further illustrated the effectiveness of our approach in addressing spatial and demographic disparities, supporting more balanced and equitable urban planning and policy-making.

Understanding human mobility patterns is important in applications as diverse as urban planning, public health, and political organizing. One rich source of data on human mobility is taxi ride data. Using the city of Chicago as a case study, we examine data from taxi rides in 2016 with the goal of understanding how neighborhoods are interconnected. This analysis will provide a sense of which neighborhoods individuals are using taxis to travel between, suggesting regions to focus new public transit development efforts. Additionally, this analysis will map traffic circulation patterns and provide an understanding of where in the city people are traveling from and where they are heading to - perhaps informing traffic or road pollution mitigation efforts. For the first application, representing the data as an undirected graph will suffice. Transit lines run in both directions so simply a knowledge of which neighborhoods have high rates of taxi travel between them provides an argument for placing public transit along those routes. However, in order to understand the flow of people throughout a city, we must make a distinction between the neighborhood from which people are departing and the areas to which they are arriving - this requires methods that can deal with directed graphs. All developed codes can be found at https://github.com/Nikunj-Gupta/Spectral-Clustering-Directed-Graphs.

Encouraging sustainable mobility patterns is at the forefront of policymaking at all scales of governance as the collective consciousness surrounding climate change continues to expand. Not every community, however, possesses the necessary economic or socio-cultural capital to encourage modal shifts away from private motorized vehicles towards active modes. The current literature on `soft' policy emphasizes the importance of tailoring behavior change campaigns to individual or geographic context. Yet, there is a lack of insight and appropriate tools to promote active mobility and overcome transport disadvantage from the local community perspective. The current study investigates the promotion of walking and cycling adoption using a series of focus groups with local residents in two geographic communities, namely Chicago's (1) Humboldt Park neighborhood and (2) suburb of Evanston. The research approach combines traditional qualitative discourse analysis with quantitative text-mining tools, namely topic modeling and sentiment analysis. The analysis uncovers the local mobility culture, embedded norms and values associated with acceptance of active travel modes in different communities. We observe that underserved populations within diverse communities view active mobility simultaneously as a necessity and as a symbol of privilege that is sometimes at odds with the local culture. The mixed methods approach to analyzing community member discourses is translated into policy findings that are either tailored to local context or broadly applicable to curbing automobile dominance. Overall, residents of both Humboldt Park and Evanston envision a society in which multimodalism replaces car-centrism, but differences in the local physical and social environments would and should influence the manner in which overarching policy objectives are met.

Consider a multi-variate time series $(X_t)_{t=0}^{T}$ where $X_t \in \mathbb{R}^d$ which may represent spike train responses for multiple neurons in a brain, crime event data across multiple regions, and many others. An important challenge associated with these time series models is to estimate an influence network between the $d$ variables, especially when the number of variables $d$ is large meaning we are in the high-dimensional setting. Prior work has focused on parametric vector auto-regressive models. However, parametric approaches are somewhat restrictive in practice. In this paper, we use the non-parametric sparse additive model (SpAM) framework to address this challenge. Using a combination of $\beta$ and $\phi$-mixing properties of Markov chains and empirical process techniques for reproducing kernel Hilbert spaces (RKHSs), we provide upper bounds on mean-squared error in terms of the sparsity $s$, logarithm of the dimension $\log d$, number of time points $T$, and the smoothness of the RKHSs. Our rates are sharp up to logarithm factors in many cases. We also provide numerical experiments that support our theoretical results and display potential advantages of using our non-parametric SpAM framework for a Chicago crime dataset.