## 1 Introduction  
As per the World Health Organization (WHO), around 15% of the world's population has more than one billion people who have some disability [1]. This group of individuals with disabilities possesses the fundamental right to live independently and be equal with others. This right includes equal utilization of public services and facilities and the right to decide where to live freely. Thus, it has also become necessary to make social and urban life accessible to disabled persons. Disability is a pressing social and economic issue in the KSA [2]. As of 2016, there were more than half a million people, one in every 30 people, who had some disability in the KSA [3]. According to the latest report issued by the General Authority for Statistics (KSA) in 2022, the census results indicated that the total number of individuals with mild physical difficulties or at least one disability amounted to 1,350,000 out of the total population. Mobility impairment is the most prevalent, numbering around 305,000 disabilities, constituting approximately 1% of the total population of the Kingdom. They also represent more than half (51.8%) of persons with disabilities [4]; higher rates can be anticipated with the prevalence of health issues like chronic illnesses, inactivity, traffic accidents, and others. Therefore, assessing the needs of PWD, such as providing suitable routes to their destination with mobility and ease, will enable their participation in society by completing their daily work and performing life activities to improve their quality of life with minimum difficulties [5, 6]. For PWD, particularly those with mobility impairment, nearly every excursion is limited by impediments along the route. Steep slopes, absence of footpaths, narrow routes, and various others restrict their mobility and render them ineffective in their community [7; 8]. Individuals are entitled to autonomous movement and the ability to utilize services available to the broader population. Nevertheless, they continue to encounter barriers to achieving accessibility [9; 10]. Different and fewer route alternatives for pedestrians than other road users, such as drivers, make pedestrian route identification more complex, mainly when PWD's specific routing needs are considered in model development [11]. Although a lot of research is concentrated on developing methods for routing pedestrians, quite a few studies take into account the specific needs of PWD, and none focus on assessing the accessibility of urban areas [12]. Although pedestrian navigation is similar to disabled persons' vehicle navigation regarding a need for sidewalks, it is less concerned about specific sidewalk challenges because pedestrians are not as limited as wheelchair users. These navigations used in the car used time and distance as cost values, so this does not help disabled person vehicle users in their mobility. For example, wheelchair users could not efficiently manage the shortest distance and time if obstacles hindered their movement. Thus, a longer route with no barriers is better than a shorter one with obstacles hindering their movement [13]. A recently published study about routing algorithms found that the distances wheelchair users of any age have to travel are considerably longer than those of pedestrians to reach a specific destination [14]. Similarly, a study's preliminary findings showed that manual wheelchair users travel considerably farther than powered wheelchair users or scooter users to reach the same places, traveling 35% farther than the shortest accessible route when compared between modes [15]. A significant contemporary challenge lies in accurately identifying the specific areas where cities lack sufficient accessibility and determining the nature of these limitations [16; 17]. An inclusive pedestrian infrastructure can provide PWD access to social interaction, healthcare, and work opportunities [18]. City transportation planning has traditionally aimed to increase performance and efficiency [19].