Towards the Development of Intelligent Pedestrian Mobility Systems (IPMS)

Abstract

In today's highly developed traffic networks, too much emphasis is given on the development of intelligent systems for vehicles, while pedestrians/bicyclists are mainly ignored. Clearly, there is a need for effectively integrating pedestrians in the overall design of intelligent transportation systems for the sustainable development and effective utilization of urban traffic networks. Especially, with the currently available technology, a lot can be achieved in this direction. This paper reviews current technologies on their capability to be employed for increasing connectivity, conspicuity, comfort, convenience, and conviviality of urban pedestrian networks. As a result, recommendations are given for developing what we call Intelligent Pedestrian Mobility Systems (IPMS), which should be a basic ingredient for any smart city.

Full text

Towards the Development of Intelligent Pedestrian
Mobility Systems (IPMS)
George Papageorgiou
European University Cyprus Research Center
CY–2404 Nicosia, Cyprus
Email: g.papageorgiou@euc.ac.cy
Athanasios Maimaris
European University Cyprus Research Center
CY–2404 Nicosia, Cyprus
Email: amaimaris@cycollege.ac.cy
Abstract—In today’s highly developed traffic networks, too
much emphasis is given on the development of intelligent systems
for vehicles, while pedestrians/bicyclists are mainly ignored.
Clearly, there is a need for effectively integrating pedestrians
in the overall design of intelligent transportation systems for the
sustainable development and effective utilization of urban traffic
networks. Especially, with the currently available technology, a
lot can be achieved in this direction. This paper reviews current
technologies on their capability to be employed for increasing
connectivity, conspicuity, comfort, convenience, and conviviality
of urban pedestrian networks. As a result, recommendations are
given for developing what we call Intelligent Pedestrian Mobility
Systems (IPMS), which should be a basic ingredient for any smart
city.
Index Terms—Pedestrian Navigation, ITS, Smart Cities, Urban
Mobility
I. INTRODUCTION
The current pedestrian pavement conditions in urban areas
of many countries of the world desperately call for improving
mobility, comfort, and safety for all pedestrians groups. Such
improvements are possible through accurate measurement
and evaluation of the pedestrian network with respect to
advancements in technology. This paper aims at providing
a literature review on current advancements in technology
such as Geographic Information Systems (GIS), electronic
sensor systems, communication technologies, as well as social
media crowdsourcing through machine learning information
extraction for assessing and planning the pedestrian traffic
network.
The review is carried out based on the provision of safe
and comfortable walking conditions to all people in a specific
community, such as disabled people, visually impaired and
the elderly. Even though there have been extensive devel-
opment in Intelligent Transportation Systems, ITS aims at
mainly satisfying the needs of vehicle users and ignore the
tremendous potential for serving the needs of pedestrians and
especially elderly people and people with disabilities, who
use the sidewalk. Specifically, research conducted in Cyprus
during the last decade shows that ITS is widely utilized
for vehicle traffic optimization, ignoring pedestrians [1]–[5].
Unfortunately, current ITS systems promote vehicle use, which
is contrary to the efforts of the world community for reducing
the carbon footprint [6]. An interresting study by Bothos et al
[7] showed the potential of current available technologies for
promoting green transportation decisions in urban mobility.
Further, municipalities and local authorities have no effec-
tive index of measuring the level of service of pedestrian
footways. As a result, the pedestrian traffic network is usually
abandoned and its quality of service (QoS) is very low. Even
though some ITS systems seem to support pedestrians, they
merely represent extensions to vehicle navigation systems
and ignore the footway conditions, which might have serious
obstructions and pose safety issues, especially for the elderly
and disabled.
The need we would call a ”right” for safe and comfortable
mobility is violated every second in the traffic networks of
many cities around the world. In this paper, we provide
recommendations in order to satisfy this need. This carried
out by reviewing existing technologies for developing new
intelligent systems for pedestrians. The technologies are re-
viewed based on their capability for serving the needs of
the pedestrian population. We take into consideration aspects
such as minimization of fatal accidents, injuries, or any other
casualties especially to the vulnerable groups of our society.
Further, the aspect of sustainable mobility is considered.
Further, we aim at bringing together transport planning
approaches such as the Level of Service (LOS) based on
pedestrian mobility index and advancements in Information
and Communication Technologies (ICT) such as sensors,
mapping, machine learning etc. This is carried out based
on specific pedestrian network criteria such as connectivity,
conspicuity, comfort, convenience, and conviviality [8]. As a
result, recommendations will be given for the development of
intelligent systems tailored to the needs of pedestrians.
II. REVIEW OF CURRENT TECHNOLOGIES
In many urban areas around of the world, pedestrian mo-
bility is compromised due to the lack of accessible sidewalks.
Accessibility and safety are especially reduced in the case of
people with disabilities and other special groups in our society
such as mothers with young children. Therefore, a need arises
for an effective intelligent mobility/navigation system for all
members of our society. Such a system could also serve as
an assessment tool for the sidewalk/pavement condition to be
used by municipalities and local authorities.

Although, there are many mobility/navigation systems in
the market, these are mainly addressing the needs of vehicle
users and they do not take into account the conditions of the
pedestrian pavement. Further, the existing products do not
serve the particular needs of people with disabilities. This
calls for developing an integrated intelligent system, which
will serve both the needs of local authorities as well as the
needs of city residents. As we see further on in our paper,
recent advancements in technology would allow us to develop
such a system.
Recent technological advancements permit the mapping and
promotion of generic elements of the pedestrian environment
such as connectivity, conspicuity, comfort, convenience and
conviviality . These generic elements should be included in
the pedestrian environment for effective mobility. Please find
below a detailed description of the above five generic elements
based on the work of [9] [10] [11].
Connectivity refers to the extent to which the pedestrian
network links to key trip origins and destinations, as well
as the extent of linkages between different routes on the
network. Specific features include undisturbed routes between
origin and destination places, the absence of obstacles and
obstructions, and access to public transport nodes such as bus
stops and railway stations. Further, the presence of appropri-
ately located parking spaces would add to connectivity. As
we see further on, specific technologies can be employed for
enhancing connectivity such as GIS, 3G/4G, bluetooth etc.
Conviviality is the extent to which walking is a pleasant
activity, in terms of interaction with people, the built and
natural environment, and other road users. Some conviviality
criteria include the absence of conflicts with other means
of transportation, absence of threats and assaults, absence of
rubbish, potholes, roots, and damaged surfaces, adequate street
furniture, benches, and other places to rest. Conviviality can
be facilitated by crowdsourcing, police database scanning and
machine learning of images to identify potential problem.
Conspicuity is the extent to which walking routes and public
spaces feel safe and inviting for pedestrians, in terms of clear
signing and information. Conspicuity criteria include light-
ing and visibility, delineation and legibility and traffic signs
for information and orientation. Here, the use of municipal
databases, Bluetooth beacons and signage images can grately
contribute to conspicuity.
Comfort refers to the extent to which walking is ac-
commodated to competences and abilities of all types of
pedestrians. Comfortable pedestrian networks include well
maintained footpaths of adequate widths, smooth pavement
surface with minimum obstacles. Comfort features include
attractive landscape design and architecture, and provision of
rest place opportunities, and absence of noise and fumes from
motor traffic. Sensor technologies such as lidar, infrared video,
accelerometers, and depth sense sensors can objectively assess
the pedestrian environment conditions for the level of comfort.
Convenience is the extent to which walking is possible
and able to compete with other modes of transport in terms
of efficiency such as time, money and space. A convenient
pedestrian network includes road crossing opportunities such
as location, type, and waiting time, walkable distances between
key destinations and directness, and absence of barriers in
terms of changing level (steps and slopes) and discomfort.
GIS mapping has great role for promoting convenience as well
as connectivity to databases of public transport modes to get
relevant travel information.
Further on we will provide an analysis of the main current
technologies, based on their potential to be used in an intelli-
gent system for pedestrian mobility. The analysis is carried
out with respect to the above five criteria of connectivity,
conspicuity, comfort, convenience and conviviality. Finally, we
provide a review of methodologies for assessesing pedestrian
footways toward a Pedestrian Mobility Index (PMI), to be
incorporated in what we call an Intelligent Pedestrian Mobility
System (IPMS).
A. Geographical Information Systems (GIS)
Geographical Information Systems (GIS) are extremely im-
portant for the development of a smart mobility system for
pedestrians. GIS systems can store and retrieve a huge quantity
of information, which is associated with a specific area. In
the case of pedestrian mobility, there is a lot of data stored
electronically at various places, both free and commercial,
from public and private sources. This data should be acquired
and imported in a central GIS server, preferably on the cloud,
for convenience of querying at a later time. The data will
help generate a sophisticated map forming the foundation of
pedestrian navigation. It will also generate data needed for the
routing tasks.
The GIS Engine needs to collect data from multiple sources,
so individual interfaces are needed for each source of data
identified. The GIS data being collected and organized consist
of geographical data, available transport modes, etc. Crowd-
sourcing information from pedestrians themselves can keep
the GIS data up to date, especially for near realtime problem
situations. In order to encourage the users to create a commu-
nity that will embrace crowdsourcing, social media publicity is
needed. Also, the social media can be a source of information
on a variety of pedestrian issues, and so big data machine
learning is necessary to convert the social media chatter into
useful data. Facebook posts, Twitter messages, Instagram and
Flikr pictures are especially useful. The collected data should
be further processed in order to be homogenized, updated and
checked for their integrity before being used.
Further, freely available datasets should be considered. One
prominent example is OpenStreetMap datasets [12] that are
under the Open Data Commons Open Database License [13].
Furthermore, in order to incerase interoperability, metadata
preparation and acquisition should follow the INSPIRE EU
Directive [14].
GIS contributes to all five generic elements that a pedestrian
environment should possess. Particularly GIS contribute to
connectivity, whereby pedestrians will have full information
on possible walking routes and other public transport modes.

B. Electronic Sensor Systems
Secondary sources of data are useful, such as Open-
StreetMap datasets, however primary sources of data are
always definitely necessary. One way to acquire primary data
is to create the data using sensors. Sensors, although not
infallible, are more objective than people in describing a
situation, in the sense that they give measurements directly,
and if they are combined with a GPS system, they also specify
the geographic location of the measurements.
The most ubiquitous sensor device in the hands of pedestri-
ans is the smartphone. A smartphone has luminocity, sound,
video, photo, 3D orientation (x,y,z), position (GPS, gyro),
magnetic field (x,y,z), near field communication (NFC), blue-
tooth, WiFi, phone signal strength, acceleration (x,y,z), baro-
metric pressure and step counter sensors. An application
for crowdsourcing data on a smartphone is sine qua non
for pedestrians, since it combines this multitude of sensors
with GPS positioning of the measurements. Therefore, any
Intelligent Pedestrian Mobility System (IPMS) should make
use of a smartphone.
These smartphone sensors, however many, do not cover
the whole range of available sensors capable of helping with
pedestrian mobility. Depth sense, or 3D sense is missing from
the lot, with the exception of the Google Tango technology
[15], that is currently available only on a single smartphone
model, that is Lenovo Phab 2 Pro [16]. Depth sense is
vital in describing obstructions in their true size. It is also
possible to get some details from 2D pictures, through deep
learning (artificial intelligence) feature extraction and user
description. Lidar is also a plausible technology for evaluating
the condition of the pedestrian network. Lidar sends laser
beams which bounce off objects and based on the resulting
reflection it can measure the distance from a solid objects.
A low cost solution is a 256x64 lidar [17] that can map
with sufficient accuracy the available pavement width for a
pedestrian in conjunction with a gps/accelerometer/gyroscope.
We envision an IPMS that is able to obtain and store data
related to pavement topology and conditions. The proposed
system would monitor different aspects of pavement condi-
tions and pedestrian obstructions. Data related to physical
properties of concrete or other pavement material (stress,
strain, cracking, temperature and moisture) may be obtained
to assess its quality and response. In addition, estimates on
pavement layer thickness/width and longevity predictions are
to be obtained by the envisioned IPMS. Further, the system
could incorporate changes due to construction work.
Specially modified vehicles, which could take the form
of a wheelchair, push stroller, bicycle or municipal garbage
collector can be employed to house an extensive set of sensors.
These could include laser reflectometer, ultrasonic sensors,
accelerometers, global positioning system, gyroscope, video
and machine vision systems) and computers, along with other
highly advanced technology subsystems. The core idea is that
technologies such as wireless communication, data acquisition
and sensors will be integrated to monitor appropriate physical
properties of pavements and pedestrian movement in order to
assess its quality and derive an appropriate performance index.
C. Current Communication Technologies
Communication technology plays a major role in the de-
velopment of an Intelligent System for Pedestrian Mobility.
A review by Maimaris and Papageorgiou [18] reveals the
usufulness of several communication technologies for Intel-
ligent Transportation Systems (ITS) applications, adapted to
Intelligent Pedestrian Mobility Systems (IPMS) usefulness.
These include technologies such as Radio Frequency Iden-
tification (RFID), Bluetooth, Wifi, 2G/3G/4G/5G Cellular,
GPS/GLONASS/Galileo/Baidou Positioning, ZigBee, and In-
strumentation, Scientific Medical Radio Frequencies (ISM–
RF). The comunication technologies are depicted in table I
and described as follows:
RFID utilizes pedestrian to infrastructure communication
[19]. RFID tags in signage can provide pedestrians with local
information if read by their smartphones and subsequently
retrieve the information from the Internet. Also, if pedestrians
carry an RFID tag themselves, an automatic counter can
assess pedestrian density, direction of movement and speed.
This, however raises privacy issues, as the RFID tag can be
associated with a particular person.
Bluetooth [20] can be used to collect the MAC address of
mobile devices passing by, which is very useful in building
origin–destination matrices and measuring pedestrian density.
Also, bluetooth beacons provide local information and ad-
vertising material, even without an Internet connection. This
is helpful in remote areas and areas with no free Internet.
Bluetooth is also the main communication method for various
sensors to a smartphone e.g. health tracking bracelets.
Wifi is a useful communication technology in achieving
Internet connectivity for pedestrians. It is capable of duplex
communication and natively supports TCP/IP. It is well under-
stood, and models exist for all the key network simulators such
as OPNET [21], NS–2 [22], NS–3 [23], and OMNET++ [24]
for research purposes. The last three are open source and can
and are hacked to provide any features missing from build–in
implementations. In real experiments, the equipment is cheap
and readily available to buy. Wifi is used for information
dissemination, location–based services, and the Internet.
2G [25], 3G [26], 4G [27] and the upcoming 5G [28] mobile
communication is very useful to obtain location based services
e.g. interactive maps and Internet (on-line connectivity). Also,
the Internet unleashes the power of artificial intelligence and
machine learning through sending sensor information and
receiving interpreted results e.g automatic translation of signs
when taking a picture. It also provides a channel to feed
sensor information to the proposed IPMS to build up an almost
realtime pedestrian network condition service.
GPS [29] (USA), GLONASS [30] (Russia), Galileo [31]
(EU) and BeiDou (China) [32] are also extensively used in
smartphones which are the prime devices the proposed IPMS
pedestrian service. GPS technology is extremely useful in
deriving accurate location information. Pedestrian navigation

TABLE I
COMMUNICATION TECHNOLOGIES FOR INTELLIGENT PEDESTRIAN MOBILITY SYS TEM S (IPMS) – ADA PTE D FRO M [18]
Technology Type Distance RF Spectrum Main Use
RFID simplex ≈10m 135kHz, 13.56MHz, 433MHz,
860-960MHz, 2.45GHz, 5.8GHz
Identify location / pedestrian counting
signage details through Internet
Bluetooth simplex ≈10m / 100m 2.4-2.45Ghz
Collect MAC address of mobile phone for
pedestrian OD detection, flow density calculation /
location information beacon – works without Internet
connect to health tracking devices
WiFi duplex ≈50m 2.4GHz, 5.8GHz information dissemination / location based services / Internet
2G/3G/4G/5G duplex Global 850MHz, 900MHz, 2100MHz Location based services, Internet
GPS/GLONASS/
Galileo/BeiDou simplex Global 1.57542 GHz / 1.2276 GHz Location based services
ZigBee duplex ≈20m 2.4GHz Internet of Things (IoT) devices / consumer devices
ISM RF duplex ≈20m–2km 868MHz, 915MHz, 2.4GHz Internet of Things (IoT) devices / consumer devices
without global positioning is almost impossible. Also, the
recording of other sensor information, such as pictures or
video of a pedestrian obstruction, cannot establish proper
context without accurate position information. Further, other
location–based services are unavailable without it, for example
local tourist historical sights.
The ZigBee protocol [33] is widely used in wireless sensor
networks (WSN) and is part of the Internet of Things (IoT)
revolution of today. The high availability and low cost have
resulted in good simulation models in most simulators. How-
ever, the use of device-packed 2.4GHz frequency means that
communication is easily broken. In contrast to RFID, it is a
full duplex communication protocol, allowing complex device
construction and simulation. The small antenna and low power
consumption are prime characteristics for portable consumer
devices, likely to be carried by a pedestrian.
ISM RF [34] is license free, simple, wireless communica-
tion, part of the Internet of Things (IoT) revolution of today,
that can reach from 20m to 2Km (unsafe power levels for use
on a person) depending on antenna and RF power available,
for custom products. There is no fixed protocol, so consumer
product companies and researchers can use any wireless pro-
tocol they wish for devices using these radio frequencies. It
is hard, though, to mix and match components from different
manufacturers since there is no common protocol. The ISM
spectrum consists of many different frequencies e.g. 868MHz,
915MHz, 2.4GHz. The difficulty exists in developing cross-
Atlantic technologies since the FCC and the European Union
decided on different frequencies to be available in their re-
spective regions.
D. Toward a Pedestrian Mobility Index (PMI)
During the last decades a variety of methodologies have
been developed in order to assess the Level of Service (LoS)
of pedestrian footways. Some of the methodologies developed
include the Multi Modal Level of Service (MMLOS) Model
Methodology of the 2010 Highway Capacity Manual (HCM)
[35] and the Pedestrian Performance Measures (PPM) Model
Methodology [36].
The scope of the above methodologies is to assess the
performance of pedestrian footways. In order to assess the
LoS of pedestrian footways, inspection and assessment of the
conditions of the pedestrian environment is required. After a
set of calculations, the LoS index can be provided for each
footway.
These LoS methodologies for pedestrian footways have
been based on the LoS methodologies for vehicle oriented
infrastructure and take into account a large number of param-
eters. An indicative list of the major parameters include: Lane
(pedestrian and cycle) widths; Shoulder widths and buffers;
Speed of traffic at the outside lane; Crossing characteristics
(lengths, delays etc); Pedestrian demand and Traffic demand.
A numerical value needs to be assigned to each parameter,
in order to estimate the LoS of the pedestrian footway.
Apart from the LoS methodologies described above, walk-
ability audits [37] are also used to assess pedestrian acces-
sibility which offers an overall assessment of the pedestrian
environment. A number of these audit methodologies have
been developed in many countries and generally involve the
development of a checklist, for pedestrian accessibility assess-
ment. The audit, includes information on geometric charac-
teristics (minimum width, longitudinal gradient, etc), but also
emphasizes on qualitative parameters such as opportunities for
shading and street furniture.
Walkability Audit methodologies include parameters such as
signage, distinct pathways, crossings, street furniture, personal
safety, adjacent traffic and aesthetics. The final aim is to
propose measures that would encourage pedestrian mobility.
The envisioned IPMS would produce an assessment index
for pedestrian footways. The needs of impaired and mobility
restricted users would be taken into account in the devel-
opment of the index. This new methodology of accessibility
assessment will be based on existing LoS and Audit method-
ologies and their implementation.
The reason for not using an existing methodology is that the
aim of the envisioned IPMS differs from the general scope of
LoS and Audit methodologies. The aim is to assess efficiently
and cost effectively, large areas of the pedestrian infrastructure,
using the absolutely necessary parameters. The index score for
every footway, should be incorporated with GIS technologies
to create a map of the area to assist users on the planning of
their journey.

III. CHA LL EN GE S AN D RECOMMENDATIONS FOR
DEVELOPING INTELLIGENT PEDESTRIAN MOBILITY
SYS TE MS (IPMS)
As we have seen in the review section above, current
technologies provide tremendous opportunities for increasing
connectivity, conspicuity, comfort, convenience, and convivi-
ality for high quality of service in urban pedestrian networks.
In this section, we examine the potential challenges and
provide specific recommendations for developing what we call
Intelligent Pedestrian Mobility Systems (IPMS).
Based on the anticipated use and functionality of the
envisioned IPMS, a number of general technological chal-
lenges can be forseen. These include the following: different
interfaces to internal and external data sources; worldwide
functionality; invalid, inaccurate data; sensor failure; loss of
data; security issues, such as intentionally invalid data.
Therefore, caution should be taken on the choice and im-
plementation of technology to be used. Obviously, an effective
design of IPMS should mitigate the above potential risks.
Based on current technologies and our experience on infor-
mation systems development, please find below some general
recommendations for effectively developing IPMS. The re-
viewed communication technologies in section II-C can easily
be incorporated in IPMS, which will result in increased safety
and comfort for the pedestrian through provision of local
information. IPMS should be designed as a multi–platform
application so that any implementation problems related to
smartphone operating systems and network providers will be
easier to handle. During development, effective coordination is
nessesary for tackling any plausible risk areas that might arise,
and institute an effective control system for further monitoring,
problem identification and proactive corrective action. IPMS
should provide its users suggestions for safe and comfortable
mobility via their smartphone and should primarily be serving
the needs of disabled people, people using push chairs and
people with special needs. Further, should serve as an as-
sessment tool for municipalities and local authorities, Public
Works Departments, and Transport Planning Authorities on
benchmarking their pedestrian pavement network infrastruc-
ture. Also, IPMS should be designed to manage and deliver all
the information the pedestrian needs to perform not only a trip
on foot as well as incorporate multi–modal mobility options.
IPMS development should be based on sound management and
engineering principles. The estimated costs and benefits from
the IPMS development should continuously be assessed and
a clear identification of the representative user groups should
be carried out, such as pedestrians, pedestrians with special
needs, tourists, children, municipalities, local authorities.
Further, several methods could be incorporated in the de-
velopment process of IPMS, including user surveys, focus
groups, interviews and workshops. The identified users, user
groups and organizations should be sorted in several categories
and an appropriate method of requirements gathering should
be applied. User surveys could be carried out through online
questionnaires.
Finally, IPMS should be developed as a computerized
assessment platform for evaluating the pedestrian environment
of urban areas. This will be achieved by an automated process
of collecting data about the pedestrian environmental and
physical conditions through an electronic sensor system. The
collected data will then be integrated with existing geo-
graphical information systems (GIS) data. Through the IPMS
platform, municipalities and other local authorities will be
able to efficiently and accurately assess the current pedestrian
environment of their area, and provide useful information to
their residents or visitors through a software application, which
could be installed at kiosks or mobile smartphones.
In summary, IPMS should provide the following function-
ality: Incorporate a pedestrian mobility index (PMI); Sug-
gest optimal walk routes taking into consideration safety,
distance, and comfort; Provide information on the existence
of ramps for disabled people, traffic light or other types
of pedestrian crossings; Collect route data from users; In-
corporate a pedestrian environment Data Inventory; Include
a dashboard, which will allow the municipalities to select
and/ or establish individual elements of assessment; Build
a pedestrian environment database where municipalities can
upload their data concerning the conditions of the pedestrian
environment; Include an ’individual walk engine’ which based
on the Pedestrian mobility index for each individual walk will
produce a number of optimal alternatives.
IV. CONCLUSION
This paper reviewed current technologies on their capability
to be used in developing what we call Intelligent Pedestrian
Mobility Systems (IPMS). The review was carried out based
on specific criteria for conditions of the pedestrian environ-
ment such as connectivity, conspicuity, comfort, convenience,
and conviviality. As a result, recommendations are derived for
developing IPMS.
The envisioned IPMS would take the form of a smartphone
software application with a server component. IPMS repre-
sents an entirely new way of thinking in the area of smart
cities enabling municipalities and local authorities to focus on
sustainable urban development. In this way, citizens will get:
safe, comfortable mobility with minimal carbon footprint.
IPMS would complement current ITS by focusing on
pedestrians, giving them information that would improve their
quality of life, or could even save them from a potential threat
of a road accident. Further, IPMS would promote walking
rather than driving, leading to great advantages for reducing
the carbon footprint, reducing obesity, increasing the quality
of life of citizens all over the world.
The authors are currently working on a European project
for developing an IPMS. The project, named Smart Pedes-
trian Network (SPN) http://ctac.uminho.pt/spn aims at guiding
urban and transportation policies by providing a model to
help European cities to be people–oriented by improving
walkability as this is one of the important dimensions of smart
sustainable and inclusive cities.

ACKNOWLEDGMENT
The research presented in this paper is co-funded by the
Republic of Cyprus and the European Regional Development
Fund as part of ERA–NET Cofund Smart Urban Futures
(ENSUF) Joint Programming Initiative (JPI) Urban Europe,
though the Research Promotion Foundation, protocol no.
KOINA/ΠKΠURBAN EUROPE/1215/11. This framework is
supported by the European Commission and funded under the
HORIZON 2020 ERA–NET Cofund scheme.
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