Pedestrian Environment Research Articles

Assessing the effectiveness of speed limit reduction in Edmonton: A case study analysis

This study evaluates the impact of reducing the default speed limit from 50 km/h to 40 km/h on traffic safety and drivers' behavior in Edmonton, Canada. The research comprehensively examines collision and speed data to assess the outcomes of the new speed limit. Collision data was analyzed across three distinct periods: pre-COVID (2017–2019), the COVID period (2019–2021), and the after-implementation period (August 2021 to July 2022). Speed surveys were conducted on 219 road segments before and after the implementation of the speed limit change. The study utilized a before-and-after with a comparison group approach to evaluate the impact on collisions, using 50 km/h roads that maintained their speed limit throughout as the comparison group. The impact of the reduced speed limit on road safety was assessed by analyzing collision data for two periods, pre-COVID (2017–2019) and COVID (2019–2021), compared to the period after setting the new speed limit (2021–2022). Two-sample t-tests were employed to examine the change in speeds. The analysis revealed statistically significant reductions in the overall number of collisions and injuries and fatalities resulting from collisions, by 25% and 31%, respectively. The study also categorized neighborhoods and roads to demonstrate the areas that experienced the greatest benefits. Speed data showed statistically significant reductions in the average and 85th percentile speeds, with drivers lowering their speeds at 115 locations, accounting for 53% of the surveyed locations. Moreover, higher speed reductions were observed on local roads compared to collector roads, and narrower roads compared to wider roads.. Overall, the study demonstrates that reducing the speed limit can lead to lower speeds and fewer collisions on the roads, creating a safer road environment for drivers, pedestrians, and cyclists. Additionally, it provides a detailed framework for municipalities to evaluate the effectiveness of their speed limit reduction programs.

Research on the wind environment in an enclosed courtyard: Effect of the opening position, size and wind angle

With the urbanization process in China, outdoor thermal environments are drawing increasing attention, of which comfortable pedestrian height wind environments are crucial for urban outdoor spaces. Few studies have been conducted on the comfort wind zone ratio (CWZR)11Abbreviations: CFD, computational fluid dynamics; CWZR, comfort wind zone ratio; MWSR, mean wind speed ratio; SWZR, static wind zone ratio. models for openings in enclosed courtyards. We quantitatively analyzed the effects of different opening positions, sizes, and wind angles on the wind environment of campus enclosed courtyards via computational fluid dynamics (CFD) simulations, and CWZR models were established for different opening sizes and wind angles. The results are as follows: (1) The opening position, opening size and wind angle significantly affected the outdoor wind environment. (2) Under the dominant wind direction in summer, the cross-opening position better improved the courtyard wind environment than the symmetrical opening. The courtyard CWZR significantly increased with increasing inlet opening size and increased with decreasing outlet opening size. (3) A wind angle from 2° to 47° is the recommended angle for typical courtyard opening types, and the maximum courtyard CWZR occurred at a wind angle of 10°. The study results could guide courtyard building design and courtyard wind environment optimization and enrich the theoretical study of outdoor wind environments.

Evaluating the impact of low traffic neighbourhoods in areas with low car ownership: A natural experimental evaluation

BackgroundImproving the environment, including the streetscape, can enable walking and cycling, which impacts health. The aim of this study was to measure the impact of modal filters implemented as part of Low Traffic Neighbourhoods (LTNs) in Southwark, a borough with low car ownership located in Inner London, on driving, walking, and cycling levels. MethodologyThree neighbourhoods (Brunswick Park, North Peckham, East Faraday) introduced modal filters which restricted motorised traffic through-movement but not walking and cycling. Intervention areas were matched to control neighbourhoods with no street changes. Daily traffic, walking, and cycling counts and traffic speeds were collected using automatic counters and video monitors in all neighbourhoods at baseline and one year. In each neighbourhood we delineated ‘project’ and ‘boundary’ streets to capture potential displacement of traffic. We used a difference-in-differences analysis to estimate the effects of the LTNs by calculating the change in travel behaviours in intervention areas relative to control areas. ResultsDaily traffic counts decreased on ‘project’ streets in the intervention areas relative to controls by 860 (95% CI 409, 1312) in Brunswick Park, representing a 56% decrease (IRR 0.44, 95% CI 0.28, 0.68), and by 937 counts (95% CI 328, 1546), representing a 61% decrease (IRR 0.39, 95% CI 0.26, 0.71) in North Peckham. Traffic volumes did not significantly change in East Faraday. Across all three intervention project areas, traffic speeds decreased. Traffic levels remained unchanged on ‘boundary’ streets, with the exception of Brunswick Park, where there was an uplift in traffic levels during weekdays and peak hours. In general, there were no significant changes in daily walking and cycling counts. DiscussionFindings from this study demonstrate that modal filters can reduce traffic speeds and volumes on ‘project’ streets. Although these measures can offer a safer, less polluted, and more inviting environment for pedestrians and cyclists, areas with low car ownership may need further initiatives to boost walking and cycling.

Social gradient in quality of life according to microscale neighbourhood features, Limassol, Cyprus

Abstract Background Beyond indices of socio-economic disadvantage (SED), not standard practice in Cyprus, neighbourhood audits provide information about environmental inequity not captured by other methods. Lack of spatial thinking often leads to attributing geographical differences to socio-demographic composition. Methods A random sample of 45 neighbourhoods along the SED continuum were audited using the Cyprus Neighborhood Observational Tool (CyNOTes). SED was defined according to a purposefully developed postcode level index (N = 124), by factor analyzing a set of census indicators. A sample of 10 residents aged 45-64 per neighborhood responded to a door-to-door SF-36 quality of life (QoL) survey (N = 450). Associations of QoL with SED and audit scores, organized in 9 domains, were explored in random-effect regression models adjusting for gender, age, education and income. Results The SED index captured a stepwise decrease across tertiles with increasing disadvantage in both Physical (-1.79 95% CI -2.84, -0.73; p < 0.001) and Mental (-1.42 95%CI -2.46, -0.59; p = 0.008) SF-36 Component Scores. Associations attenuated but remained statistically significant after adjusting for person-based social position. Re-classifying neighbourhoods according to audit ratings also revealed a social gradient for most CyNOTes domains. The domain with the strongest association with both Physical (-1.84 95%CI -2.88, -0.80; p < 0.001) and Mental SF-36 Scores (-1.88 95%CI -2.83, -0.93; p < 0.001) was “Pedestrian and Cycling Environment”. Associations persisted in adjusted models and appeared similar, if not stronger, to associations with the SED index. Conclusions The study depicted the social gradient in quality of life among late working-life residents across Limassol neighbourhoods. Other than the expected patterning according to SED, audit indicators of environmental inequity also captured a social gradient, linking micro-scale neighborhood features to the residents’ quality of life. Key messages • A social gradient in quality of life was demonstrated along the socio-economic and environmental disadvantage in Limassol. • Depicting neighborhood microenvironment inequity can trigger and contextualize conversations about health and place among the local Public Health research and policy community.

Effects of Audio-Visual Environmental Factors on Emotion Perception of Campus Walking Spaces in Northeastern China

In the context of urban sustainable development and the creation of pedestrian-friendly campus environments, optimizing campus walking spaces has emerged as a central focus in urban planning research. Presently, research in pedestrian environments predominantly adopts a macroscopic perspective, offering limited insights into pedestrians’ subjective experiences and emotional perceptions at a micro level. Therefore, this study conducted on-site experiments in 21 walking spaces across three campuses, utilizing image semantic analysis, multifunctional sound level meter, wearable electrocardiography devices, and the Profile of Mood States (POMS) to collect data separately on audio-visual environmental factors and pedestrians’ emotional states. This study’s findings revealed significant correlations (p < 0.01) among factors such as the Green Visual Index, Spatial Enclosure Index, Sky Visibility Index, Spatial feasibility Index, and Equivalent Continuous A-weighted Sound Pressure Level with physiological and psychological alterations in pedestrians’ emotions. Additionally, the various proportions of audio-visual environmental factors also exerted significant influences on emotions (p < 0.05). The relevant conclusions can provide a reference for optimizing the audio-visual environment of walking space and promoting the sustainable development of the campus. In future research, the effects of audio-visual environments on both emotional and physiological indicators, as well as subjective evaluations, can be explored further.

Enhancing the pedestrian environment and walking willingness around mass rapid transit (MRT) stations in Asian cities – an empirical study of Taipei

ABSTRACT Asian cities have promoted TOD to increase MRT use and decrease private vehicle use. A crucial factor in achieving this goal is improving the pedestrian environment, which can increase people's willingness to walk to MRT stations. This paper analyses how Asian cities have improved the pedestrian environment around MRT stations and the factors influencing walking willingness by reviewing literature and taking Taipei as the empirical area. The results demonstrated that reducing obstacles in pedestrian space, evening the pavement, using transparent window displays in stores along the pavement, and constructing rain shelters can increase people's willingness to walk. The simulations of improved environments can provide references for countries improving the pedestrian environment. The contribution and innovation are to point out the differences in the motivation and goals of TOD in Asian and Western cities and propose improvements to increase people's willingness to walk to achieve TOD's goals.

Measuring walkability and bikeability for health equity and intervention research: a scoping review

ABSTRACT The purpose of this study was to describe self-report and audit-based measurement tools of neighbourhood walkability and bikeability for health equity and intervention research. We conducted a scoping review following the Preferred Reporting Items for Systematic Reviews and Meta-Analyses Extension for Scoping Reviews guidelines. We searched MEDLINE via PubMed, Embase, Web of Science, and SPORTDiscus with full text via EBSCO in March 2022. We extracted data from a total of 35 papers which reported on 23 self-report and 15 audit-based measures assessing walkability and bikeability. Studies spanned multiple regions including Africa, America, Australia, and Europe, but most were conducted in the United States (n = 15), followed by Australia (n = 6). The most used self-report measure was the Neighbourhood Environment Walkability Scale (NEWS), while the audit tools Pedestrian Environment Data Scan and Bridge the Gap Street Segment Tool were each used in two studies. The priority populations most often studied were residents of low socio-economic status/high disadvantage neighbourhoods, racialized groups, women, youth, older adults, and rural populations. Ultimately, there is no one tool that can be recommended for use in all contexts and with all priority populations; rather, tools may require adaptations to specific contexts and populations of interest.

Taking steps forward: Innovative evaluation of pedestrian infrastructure through a multivariate analysis

This study presents a detailed evaluation of urban pedestrian infrastructure in an emerging economy. By leveraging Google Street View, the research measures different variables that affect pedestrian mobility and safety. Descriptive data analysis, factor analysis, and cluster analysis are used to interpret and display the collected data. The study’s primary contribution is a comprehensive assessment of urban pedestrian infrastructure, identifying factors that influence pedestrian mobility and safety, as well as revealing patterns in the built pedestrian environment. Secondly, the research highlights the importance of evaluating pedestrian infrastructure and their consequences for pedestrian mobility and safety, suggesting public policies to enhance infrastructure.In general, a longitudinal comparison of pedestrian infrastructure, based on a comprehensive case study conducted in Barranquilla, Colombia, clearly illustrates the positive impact resulting from substantial investments in pedestrian safety, mobility, and crossing facilities. The extraction of data from both pre-investment (2014) and post-investment (2022) periods allows to conduct an innovative and robust assessment of pedestrian infrastructure. Overall, this study provides valuable insights of the design, maintenance, and pedestrian infrastructure improvement, while stressing the need for ongoing focus on this vital aspect of urban planning.

Analytical evaluation of thermal comfort in the pedestrian environment using pedestrian shade space distribution

Shade distribution in the pedestrian environment directly affects pedestrian thermal comfort, so it is necessary to evaluate the influence of shade on thermal comfort and guide shade planning. This study proposed a concept of pedestrian shade space from a 3D perspective for accurately analyzing the thermal impact of shade on pedestrians. Pedestrian shade space is a space that can completely cover a pedestrian in the shade when the pedestrian is on a sidewalk. Pedestrian space is considered to be composed of two types of space: pedestrian sunlit space and pedestrian shade space. A quantification method of pedestrian shade space distribution on sidewalks was also discussed in this paper. By estimating a thermal index (Physiological equivalent temperature, PET) in the pedestrian space, pedestrian thermal comfort can be analyzed based on pedestrian shade space distribution. The evaluation process and application of the proposed method were demonstrated through case studies in actual urban districts. The analysis results show that the proposed method can be used to support the planners in the thermal evaluation of the pedestrian environment and design proposal optimization.

Detecting older pedestrians and aging-friendly walkability using computer vision technology and street view imagery

As an emerging and freely available urban big data, Street View Imagery (SVI) has proven to be a useful resource to examine various urban phenomena in human behavior, the built environment and their interactions. However, due to technical limitations, previous studies often focused on general pedestrians and ignored certain population subgroups such as older adults. In this study, we develop an innovative method for detecting older pedestrians using SVI. We adopted transfer learning to train a model which can accurately detect older pedestrians on SVI with an accuracy of 87.1%.Using Hong Kong as a case study, we created a dataset consisting of 72,689 street view panoramas and detected 7763 older pedestrians and 29,231 non-older pedestrians. We further visualized the distribution of detected older pedestrians and found a significant spatial discrepancy between older pedestrians and residential population of older adults. To account for this spatial discrepancy, this study proposed a novel index to assess pedestrian demand and walking environment based on the ratio of the number of pedestrians and the residential population. We also found pedestrian demand assessed with this index has a stronger correlation with the built environment compared with population-level travel survey. This novel approach can be used to assess pedestrian demand for older adults, as well as aging-friendly walking environment.

Evaluation of Nitrogen Oxide Reduction Performance in Permeable Concrete Surfaces Treated with a TiO2 Photocatalyst.

Fine dust, recently classified as a carcinogen, has raised concerns about the health effects of air pollution. Vehicle emissions, particularly nitrogen oxide (NOx), contribute to ultrafine dust formation as a fine dust precursor. A photocatalyst, such as titanium dioxide (TiO2), is a material that causes a catalytic reaction when exposed to light, has exceptional characteristics such as decomposition of pollutants, and can be used permanently. This study aimed to investigate NOx reduction performance by developing ecofriendly permeable concrete with photocatalytic treatment to reduce fine dust generated from road mobile pollution sources. Permeable concrete specimens containing an activated loess and zeolite admixture were prepared and subjected to mechanical and durability tests. All specimens, including the control (CTRL) and admixture, met quality standard SPS-F-KSPIC-001-2006 for road pavement. Slip resistance and permeability coefficient also satisfied the standards, while freeze-thaw evaluation criteria were met only by CTRL and A1Z1 specimens. NOx reduction performance of the permeable concrete treated with TiO2 photocatalyst was assessed using ISO standard and tank chambers. NOx reduction efficiency of up to 77.5% was confirmed in the permeable concrete specimen with TiO2 content of 7.5%. Nitrate concentration measurements indirectly confirmed photolysis of nitrogen oxide. Incorporating TiO2 in construction materials such as roads and sidewalks can improve the atmospheric environment for pedestrians near roads by reducing NOx levels through photocatalysis.

The cooling potential of various vegetation covers in a heat-stressed underserved community in the deep south: Birmingham, Alabama

The urban population is expected to grow significantly in the coming years and reach 70% of the world population by 2050, which poses a significant challenge for urban development and planning. Urban heat islands and heat waves already cause considerable stress to urban communities, with disadvantaged communities at the forefront of this issue. Adding vegetation and green covers is one of the strategies to improve street-level thermal comfort. This study quantifies the effects of different vegetation types on the microclimate of a mixed-residential-industrial area. The three primary scenarios for this study are existing vegetation in various canopy widths, native shade-tree species in their mature sizes, and a built environment including only grass cover. The role of the existing built environment with different vegetation covers along with human biometeorological parameters, including mean radiant temperature (Tmrt), physiological equivalent temperature (PET), and universal thermal climate index (UTCI) was evaluated to measure thermal comfort by employing a computational fluid dynamic (CFD)-based microclimate model. The results show that tree types and characteristics determine the thermal comfort pedestrians feel in the daytime. The study will provide insights on effective green cover scenarios to maintain a more comfortable pedestrian environment for future intervention.

How Do Urban Walking Environments Impact Pedestrians’ Experience and Psychological Health? A Systematic Review

Daily walks are recommended for health gains, and walkable urban environments are recommended as one strategy to combat climate change. Evidence of the relationship between physical environments and psychological health is increasing. The aim of this study was to systematically review and compile evidence regarding micro-scale characteristics in urban outdoor environments that impacted pedestrian short-term experience and/or long-term psychological health. The databases ScienceDirect, Scopus, PubMed, PsychInfo, and Google Scholar were used. To explore the area, a large heterogeneity in publications was allowed; therefore, it was not possible to conduct a meta-analysis. From 63 publications, data items were extracted from full text and categorized according to the main study characteristics. Environmental characteristics impacting pedestrians psychologically were identified and categorized into themes: grey, green, blue, and white areas, and weather, temporalities, topography, person factors, and safety. Environmental factors were analyzed from the perspective of the circumplex model of human affect (negative/positive dimensions and activation/deactivation). The findings included the fact that urban pedestrians need both positively activating and deactivating (restorative) areas during walkabouts. Perceived safety is essential for experiencing the positive aspects of urban environments. Some characteristics interact differently or have different importance for health in different groups. To further develop research on pedestrian environments, psychological experiences should be included.

THE EFFECTS STREET-NETWORK CONFIGURATION IN MODELLING WALKABILITY THROUGH SPACE SYNTAX

This study investigates street network connectivity in an informal settlement, Kampong Taman Sari, Bandung. It generally refers to the informal residential area with minimum facilities and urban services. The majority of these settlements depict irregular patterns and narrow paths or alleys. Thus, kampong inhabitants mainly rely on walking, biking, and riding motorcycles to access vital urban features and functions. This purpose study is to examine the potential connectivity not only for accessibility but also for evacuation movement in an informal settlement. This investigation also aims to understand an associative relation between street-network configuration and informal settlement patterns with the probability distribution of pedestrian movement. This study utilizes computational street network analysis through the space syntax method that consists of two distinctive evaluations, such as axial analysis and visual graph analysis. The following result depicts the spatial accessibility, integration, permeability, walkability, and connectivity based on this relation. Experimenting in modelling a walkable kampong in the urban environment will conduce to urban design qualities of the street environment and street network layout for pedestrians or users.

How visible street greenery moderates traffic noise to improve acoustic comfort in pedestrian environments

The effects of street greenery on the perceptual response to the acoustic comfort of pedestrian streets in traffic noise environments were examined through an experimental study that considered an audio-visual environment with no/low, medium, and high street greenery, dominated by road traffic, anthropogenic, and natural sounds. The results showed that the differences in the acoustic comfort evaluations without and with medium or high greenery were statistically significant. Under the effects of greenery, the acoustic comfort evaluation of each sound type dominating the environments without greenery increased by as much as one level, based on a five-point ordinal category scale. Considering various greenery conditions, dominant sound sources, and environmental functions, greenery was the most significant factor affecting acoustic comfort, and evaluations of pedestrian environments without greenery increased more in leisure environments (0.65–1.42) than in transportation environments (0.45–1.29) when road traffic sounds were at lower levels (50, 55, and 60 dBA) and anthropogenic and natural sounds were predominantly heard and influenced by street greenery. However, sound levels were the most significant factor affecting acoustic comfort when road traffic at 50–70 dBA was predominantly heard. Based on the negative linear relationships between sound levels and acoustic comfort evaluations for no/low, medium, and high greenery conditions, the evaluations affected by greenery increased with the increase in road traffic sound levels in transportation environments, whereas those influenced by either high or medium greenery in leisure environments tended to decrease gradually. These audio-visual perception-based findings provide reference guidance for PE quality optimization and related urban design considering comfortable sound environments.

도시환경과 보행자 안전: 서울시 사례 연구

Despite numerous studies on pedestrian safety, research on the impact of the built environment on pedestrian crashes have produced mixed results. This may be due to lack of understanding of exposure and risk factors in the built environment that could influence pedestrian safety. This study investigates the relationship between built environment characteristics and pedestrian crashes with a specific emphasis on exposure and risk factors. Using detailed traffic accident data accumulated over multiple years (2007-2021) in Seoul, Korea, we find significant relationships between crash counts and the built environment. Specifically, several D variables, such as population density, job-housing balance, and park density have statistically significant relationships with crash frequency. Also, risk and exposure-related factors, such as vehicle volume and speed, are strongly associated with pedestrian safety. These findings will help policymakers to develop effective land use policies and street design guidelines to ensure healthier and safer pedestrian environments.

Study on An Effective Roadway Watering Scheme for Mitigating Pedestrian Thermal Comfort According to the Street Configuration

Continuous measurement of road surface temperature using an infrared camera throughout the summer season was conducted to clarify the duration of surface temperature decrease due to roadway watering according to weather conditions and watering time. Watering during sunny daytime conditions resulted in a maximum reduction in surface temperature of about 10 °C and an average reduction of about 6 °C. The duration of the surface temperature decrease was short (less than 30 min) for sunny days and long (more than 30 min) for cloudy days. On sunny days, if the evaporation rate was faster and the surface temperature decrease was larger, then the duration of the evaporation was shorter. Effective roadway watering plans were investigated according to the street configurations by simulating the thermal environment considering the solar radiation shielding condition of pedestrians on sidewalks. Simulation results in the downtown area of Kobe city indicated that watering the nearby roadways resulted in only 20% and 39% comfort for the northern sidewalks on the east–west road at 10:00 and 16:00, but about 70% comfort for the southern sidewalks and 60–90% comfort for the eastern and western sidewalks. Guiding pedestrians to a shaded sidewalk and then watering the nearby roadway to lower the surface temperature in the sun improves the thermal environment for pedestrians.

Zebra crossings at T-intersections: Likelihood of unintended negative consequences for safety and walkability

Local governments in Melbourne are installing zebra crossings at prioritised T-intersections within activity centres and neighbourhoods. These treatments are well-intentioned and meant to increase certainty for road users, to create a more equitable and safer mobility environment for pedestrians, and to work as one small part of an integrated approach to encourage walking for transport. However, there is complexity in, and poor knowledge of the road rules with which the treatment interacts: Drivers turning into such an intersection are already required to give way to pedestrians, while, somewhat counterintuitively for many road users, drivers turning out are not. As a result, there is a risk that the treatment may have systems level unintended negative consequences for walkability. This study used a community survey and a series of expert interviews to test this hypothesis. The results show that while zebra crossings at the terminating road of a T-intersection can eliminate the uncertainties implicated by the current version of the road rules at the sites in which they are installed, there is also a very real risk that their use at some but not all T-intersections could undermine walkability in the neighbourhoods in which they are used. A recommendation, supported by a recent UK precedent, to change the Victorian road rules to require car drivers to give way to pedestrians who are crossing the terminating road of T-intersections, is made. The change would standardise the rules for T-intersections to create a generalised and unambiguous duty for drivers to give way on turning. It would play a small part in facilitating walking for transport and in doing so would contribute to enhancing opportunities for incidental exercise and social interaction, both of which benefit health and are important aspects of liveability.

What Makes a Pedestrian Path Pleasant? Analysis of Young Pedestrians’ Perceptions

In this paper, an analysis of the pedestrian environment based on users’ perceptions is proposed. The specific aim of the study is to discover the aspects mostly influencing the pleasantness of a path in a university campus situated in southern Italy and used by young pedestrians every day to reach various destinations for their university activities. The work is based on data collected by a sample survey and analyzed through a two-step methodology consisting of the application of a Chi-square test and a development of an ordered logit (OL) model. The model results reveal which aspects affect path pleasantness. The specific finding suggests that these aspects relate to the presence of buildings with good facades along the path and to the continuity of the path. As a general and highly relevant finding, we can state that the applied methodology could be very useful in identifying the path characteristics that can be considered as the most important for pedestrians. This identification could support practitioners to plan new strategies and future interventions to improve the pedestrian environment and increase the sense of pleasure perceived by pedestrians.

Merging Green and Active Transportation Infrastructure towards an Equitable Accessibility to Green Areas: Barcelona Green Axes

The UN’s 2030 Sustainable Development Goals (SDGs) call for the provision of universal access to: (a) safe, inclusive, and accessible green and public spaces, and (b) safe, affordable, accessible, and sustainable transport systems for all. The Barcelona green axes plan aims to transform one third of the streets within its 19th century extension grid, increasing the tree cover and the vegetation, adopting sustainable urban drainage systems, limiting motor traffic, and providing a safer and more comfortable environment for pedestrians, cyclists, and other social activities in healthier environments. These transformations become even greater at the intersection of the axes, where former traffic junctions are becoming squares and urban gardens. This study gives an in-depth analysis of the origins of the superblocks plan, the rationale behind the transformation, and the implementation process. The GIS-based analysis shows how the green axes and the new square gardens (a) transform the city’s disconnected urban green areas into a more interconnected green infrastructure system, and (b) significantly increase accessibility to green areas. The study reveals this strategy’s potential to create a city of proximity, improve the well-being of the population, and build a more equitable city, which could be a useful tool for planning and decision making at both city and regional levels.