Socio-economic constructs and urban topology are crucial drivers of human mobility patterns. During the coronavirus disease 2019 pandemic, these patterns were reshaped in their components: the spatial dimension represented by the daily travelled distance, and the temporal dimension expressed as the synchronization time of commuting routines. Here, leveraging location-based data from de-identified mobile phone users, we observed that, during lockdowns restrictions, the decrease of spatial mobility is interwoven with the emergence of asynchronous mobility dynamics. The lifting of restriction in urban mobility allowed a faster recovery of the spatial dimension compared with the temporal one. Moreover, the recovery in mobility was different depending on urbanization levels and economic stratification. In rural and low-income areas, the spatial mobility dimension suffered a more considerable disruption when compared with urbanized and high-income areas. In contrast, the temporal dimension was more affected in urbanized and high-income areas than in rural and low-income areas.

Crime is a major threat to society’s well-being but lacks a statistical characterization that could lead to uncovering some of its underlying mechanisms. Evidence of nonlinear scaling of urban indicators in cities, such as wages and serious crime, has motivated the understanding of cities as complex systems—a perspective that offers insights into resources limits and sustainability, but that usually neglects details of the indicators themselves. Notably, since the nineteenth century, criminal activities have been known to occur unevenly within a city; crime concentrates in such way that most of the offenses take place in few regions of the city. Though confirmed by different studies, this concentration lacks broad analyses on its characteristics, which hinders not only the comprehension of crime dynamics but also the proposal of sounding counter-measures. Here, we developed a framework to characterize crime concentration which divides cities into regions with the same population size. We used disaggregated criminal data from 25 locations in the U.S. and the U.K., spanning from 2 to 15 years of longitudinal data. Our results confirmed that crime concentrates regardless of city and revealed that the level of concentration does not scale with city size. We found that the distribution of crime in a city can be approximated by a power-law distribution with exponent α that depends on the type of crime. In particular, our results showed that thefts tend to concentrate more than robberies, and robberies more than burglaries. Though criminal activities present regularities of concentration, we found that criminal ranks have the tendency to change continuously over time—features that support the perspective of crime as a complex system and demand analyses and evolving urban policies covering the city as a whole.

Many of our routines and activities are linked to our ability to move; be it commuting to work, shopping for groceries, or meeting friends. Yet, factors that limit the individuals’ ability to fully realise their mobility needs will ultimately affect the opportunities they can have access to (e.g. cultural activities, professional interactions). One important aspect frequently overlooked in human mobility studies is how gender-centred issues can amplify other sources of mobility disadvantages (e.g. socioeconomic inequalities), unevenly affecting the pool of opportunities men and women have access to. In this work, we leverage on a combination of computational, statistical, and information-theoretical approaches to investigate the existence of systematic discrepancies in the mobility diversity (i.e. the diversity of travel destinations) of (1) men and women from different socioeconomic backgrounds, and (2) work and non-work travels. Our analysis is based on datasets containing multiple instances of large-scale, official, travel surveys carried out in three major metropolitan areas in South America: Medellín and Bogotá in Colombia, and São Paulo in Brazil. Our results indicate the presence of general discrepancies in the urban mobility diversities related to the gender and socioeconomic characteristics of the individuals. Lastly, this paper sheds new light on the possible origins of gender-level human mobility inequalities, contributing to the general understanding of disaggregated patterns in human mobility.