During COVID-19, governments and the public are fighting not only a pandemic but also a co-evolving infodemic—the rapid and far-reaching spread of information of questionable quality. We analysed more than 100 million Twitter messages posted worldwide during the early stages of epidemic spread across countries (from 22 January to 10 March 2020) and classified the reliability of the news being circulated. We developed an Infodemic Risk Index to capture the magnitude of exposure to unreliable news across countries. We found that measurable waves of potentially unreliable information preceded the rise of COVID-19 infections, exposing entire countries to falsehoods that pose a serious threat to public health. As infections started to rise, reliable information quickly became more dominant, and Twitter content shifted towards more credible informational sources. Infodemic early-warning signals provide important cues for misinformation mitigation by means of adequate communication strategies.

The recent trend of rapid urbanization makes it imperative to understand urban characteristics such as infrastructure, population distribution, jobs, and services that play a key role in urban livability and sustainability. A healthy debate exists on what constitutes optimal structure regarding livability in cities, interpolating, for instance, between mono- and poly-centric organization. Here anonymous and aggregated flows generated from three hundred million users, opted-in to Location History, are used to extract global Intra-urban trips. We develop a metric that allows us to classify cities and to establish a connection between mobility organization and key urban indicators. We demonstrate that cities with strong hierarchical mobility structure display an extensive use of public transport, higher levels of walkability, lower pollutant emissions per capita and better health indicators. Our framework outperforms previous metrics, is highly scalable and can be deployed with little cost, even in areas without resources for traditional data collection.

Early work has found that large language models (LLMs) can generate persuasive content. However, evidence on whether they can also personalize arguments to individual attributes remains limited, despite being crucial for assessing misuse. This preregistered study examines AI-driven persuasion in a controlled setting, where participants engaged in short multiround debates. Participants were randomly assigned to 1 of 12 conditions in a 2 × 2 × 3 design: (1) human or GPT-4 debate opponent; (2) opponent with or without access to sociodemographic participant data; (3) debate topic of low, medium or high opinion strength. In debate pairs where AI and humans were not equally persuasive, GPT-4 with personalization was more persuasive 64.4% of the time (81.2% relative increase in odds of higher post-debate agreement; 95% confidence interval [+26.0%, +160.7%], P < 0.01; N = 900). Our findings highlight the power of LLM-based persuasion and have implications for the governance and design of online platforms.

Despite the widespread availability of information concerning public transport coming from different sources, it is extremely hard to have a complete picture, in particular at a national scale. Here, we integrate timetable data obtained from the United Kingdom open-data program together with timetables of domestic flights, and obtain a comprehensive snapshot of the temporal characteristics of the whole UK public transport system for a week in October 2010. In order to focus on multi-modal aspects of the system, we use a coarse graining procedure and define explicitly the coupling between different transport modes such as connections at airports, ferry docks, rail, metro, coach and bus stations. The resulting weighted, directed, temporal and multilayer network is provided in simple, commonly used formats, ensuring easy access and the possibility of a straightforward use of old or specifically developed methods on this new and extensive dataset.

The growth of transportation networks and their increasing interconnections, although positive, has the downside effect of an increasing complexity which make them difficult to use, to assess, and limits their efficiency. On average in the UK, 23% of travel time is lost in connections for trips with more than one mode, and the lack of synchronization decreases very slowly with population size. This lack of synchronization between modes induces differences between the theoretical quickest trip and the /`time-respecting/' path, which takes into account waiting times at interconnection nodes. We analyse here the statistics of these paths on the multilayer, temporal network of the entire, multimodal british public transportation system. We propose a statistical decomposition - the /`anatomy/' - of trips in urban areas, in terms of riding, waiting and walking times, and which shows how the temporal structure of trips varies with distance and allows us to compare different cities. Weaknesses in systems can be either insufficient transportation speed or service frequency, but the key parameter controlling their global efficiency is the total number of stop events per hour for all modes. This analysis suggests the need for better optimization strategies, adapted to short, long unimodal or multimodal trips.

The application of Statistical Physics to social systems is mainly related to the search for macroscopic laws, that can be derived from experimental data averaged in time or space,assuming the system in a steady state. One of the major goals would be to find a connection between the statistical laws to the microscopic properties: for example to understand the nature of the microscopic interactions or to point out the existence of interaction networks. The probability theory suggests the existence of few classes of stationary distributions in the thermodynamics limit, so that the question is if a statistical physics approach could be able to enroll the complex nature of the social systems. We have analyzed a large GPS data base for single vehicle mobility in the Florence urban area, obtaining statistical laws for path lengths, for activity downtimes and for activity degrees. We show also that simple generic assumptions on the microscopic behavior could explain the existence of stationary macroscopic laws, with an universal function describing the distribution. Our conclusion is that understanding the system complexity requires dynamical data-base for the microscopic evolution, that allow to solve both small space and time scales in order to study the transients.