## 2 Background  
Urban areas encompassing most services are places everyone visits. Despite attempts to promote sustainability and inclusivity in the planning and design of the built environment, PWD face challenges in using urban road infrastructure, restricting their capacity to actuate and engage in social interactions [13; 32]. The shortest path problem was addressed in earlier research that distinguished wheelchair users' need for others to aid in social integration. For people with mobility impairment, the shortest route is not necessarily the best option [18]. The best route prioritizes the most direct and efficient path, which may include an entry ramp or adequate drop curbs. These people need to consider certain things, like the features and characteristics of the road, to drive safely [33]. Some studies conducted on a small scale, such as within the confines of a university campus, are of limited application. [PERSON] et al. [34] developed a personalized accessibility map (PAM), an interactive map with accessible information and specific features that assist PWD in choosing preferred routes during navigation. PAM Pitt, the prototype, allows wheelchair users to find accessible entrances to campus buildings, determine the most efficient routes between buildings, and request personalized, accessible paths based on their needs and preferences. Using various methods and instruments and considering the particular requirements of the ADA standards, the sidewalk network database, including slope, state of the surface, length, steps, and width, in PAM-Pitt was manually collected [35]. The PAM utilizes a fuzzy logic model that [PERSON] and [PERSON] [16] developed to calculate the feasible routes for individuals using wheelchairs, which was tested by [PERSON] et al. [18] on participants who were wheelchair users at the University of Pittsburgh's main campus. The evaluation results show that wheelchair users may not follow the quickest path; instead, they prefer a more accessible and comfortable approach, irrespective of the path's length. [PERSON] et al. [36] investigated the level of accessibility of mosques in Riyadh for wheelchair users. A survey was undertaken to collect viewpoints from 48 male wheelchair users (and caretakers) regarding wheelchair accessibility at commonly visited primary mosquito in Riyadh's densely populated northern and eastern regions. The majority of participants were permanent wheelchair users as a result of injuries sustained in motor vehicle accidents or strokes. Most of them visited the mosque 3-5 times daily and said that mosques were mainly inaccessible. Most participants lived within a two-kilometer radius of the mosque, and many had difficulty getting to the parking lot. The study emphasized that wheelchair users' discontent with the accessibility of mosques may result in praying at home, aggravating their disinclination to engage in religious and social activities. Evaluating the accessibility and the broader barriers that impact mobility, such as slope, walkway existence, and junctions, can address the limitations of studies with restricted applications [36; 37]. Recent developments in geospatial technology, such as wireless networks [38], GPS (Global Positioning System), GIS (Geographic Information System), and devices, could provide valuable tools for collecting, analyzing, and sharing environmental accessibility data. Wheelchair users' mobility may be improved by using these technologies and developing services and applications specific to their needs. However, despite several attempts, the current navigation technologies are not tailored to the unique requirements of those with mobility impairments [39]. According to a recent study on the usability of geospatial mobility assistive technologies [40], information about routes is crucial for wheelchair users. Nevertheless, the existing navigation aids and internet resources sometimes lack information regarding the accessibility of sidewalks, curb cuts, and ramps.