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Table 14 Criteria of Components evaluation established by the theoretical review in chapter nr.4 Source Authors own elaboration

In order to build a different environment for each of the indicators as a final result, we were able to measure automatically by applying the model we built the vertical and horizontal unusual density of our three study regions using these five components independently. By measuring the proximity to transit component, we can gain a full and complete understanding of how the area is serviced by public transportation, bicycle infrastructure, and walkable distances, all of which are combined with the total infrastructure network and the distance from each building to the nearest station, as illustrated by the two components of this indicator: distance from each building to the nearest station and distance from each building to the nearest station. The representation of the data we extracted from our indicators in the three study areas is constructed by using the output of each indicator calculation as the input of the next indicator calculation, resulting in a chain of interconnected data that represents the translation of the TOD principles into practice in the region. The

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correlation between the data is formed during the development of the final model, which is then converted into a universal tool for measuring "TOD" through its parameters, allowing us to use this tool in the future by simply modifying the data input, area, size, or even qualities.

A custom connection between the data we acquired from our site, the indications of each parameter and the restrictions, which were represented by our selection of case studies from the three successful TOD applications we represented in the case studies, has resulted in this final model. Ultimately, the model is nothing more than an urban measurement instrument that enables planners to perform the essential assessments into the adaption of TOD principles at their most comprehensive and parameter analyzed level. With respect to the input data, the model is capable of making future predictions and developing scenarios. Our three regions were formed as TODs as a result of the outcomes of the Tirana case, which established the required decision-making for our TODs.

The comparison between the data is reflected into the matrix, which allows professionals to understand and evaluate these areas, and any new application in the future. As we have considered the urban challenges that cities face, in our first chapter, were concepts such as smart cities, 15 min cities and many more that were considered and broken down to their bare components. We highlighted the similarity of these components and the importance each of them has in implementing these models. One important outcome of this study is related directly with the adaptability that the generated model holds. In the case of 15 min cities many of the components are quite the same, so in translation this model would easy be adapted, changed, and reused to measure how smart cities are developed in relation to their components, how 15 min cities should be translated to what level and how. This is what using Geographic Informational Models is aiming, and how easily planners and practitioners can “test” different contexts, add more components or simplify the models to measure each component individually.

In addition to case studies, the final model as described above will serve as our primary tool for comparing the "deficits" of TOD components application in an urban

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