This statistic shows the top 25 cities in the United States with the highest resident population as of July 1, 2022. There were about 8.34 million people living in New York City as of July 2022.

Cairo, in Egypt, ranked as the most populated city in Africa as of 2025, with an estimated population of over 23 million inhabitants living in Greater Cairo. Kinshasa, in Congo, and Lagos, in Nigeria, followed with some 17.8 million and 17.2 million, respectively. Among the 15 largest cities in the continent, another one, Kano, was located in Nigeria, the most populous country in Africa. Population density trends in Africa As of 2023, Africa exhibited a population density of 50.1 individuals per square kilometer. Since 2000, the population density across the continent has been experiencing a consistent annual increment. Projections indicated that the average population residing within each square kilometer would rise to approximately 58.5 by the year 2030. Moreover, Mauritius stood out as the African nation with the most elevated population density, exceeding 627 individuals per square kilometre. Mauritius possesses one of the most compact territories on the continent, a factor that significantly influences its high population density. Urbanization dynamics in Africa The urbanization rate in Africa was anticipated to reach close to 45.5 percent in 2024. Urbanization across the continent has consistently risen since 2000, with urban areas accommodating only around a third of the total population then. This trajectory is projected to continue its rise in the years ahead. Nevertheless, the distribution between rural and urban populations shows remarkable diversity throughout the continent. In 2024, Gabon and Libya stood out as Africa’s most urbanized nations, each surpassing 80 percent urbanization. As of the same year, Africa's population was estimated to expand by 2.27 percent compared to the preceding year. Since 2000, the population growth rate across the continent has consistently exceeded 2.3 percent, reaching its pinnacle at 2.63 percent in 2013. Although the growth rate has experienced a deceleration, Africa's population will persistently grow significantly in the forthcoming years.

Smart City & Connected City Solutions Market Outlook

The global market size for Smart City & Connected City Solutions is poised to grow from $520 billion in 2023 to an impressive $1.2 trillion by 2032, exhibiting a robust CAGR of 9.5% over the forecast period. This substantial growth is driven by advancements in IoT technology, increased urbanization, and the rising demand for energy-efficient systems and infrastructure.

One of the primary growth factors for this market is the rapid urbanization across the globe. More than half of the world’s population now resides in urban areas, and this figure is expected to rise exponentially over the coming decades. As cities grow, the strain on infrastructure, energy resources, and governance systems increases, creating a necessity for smarter and more efficient solutions. The integration of IoT and AI technologies into urban planning and management is enabling cities to meet these demands by optimizing resource use, reducing waste, and improving the quality of life for residents.

Another significant driver is the rising governmental and private sector investment in smart city initiatives. Governments worldwide are recognizing the benefits of smart city solutions in terms of energy conservation, better traffic management, enhanced security, and improved public services. For example, the European Union has committed substantial funding for smart city projects under its Horizon 2020 initiative, focusing on sustainability and technological innovation. Similarly, various countries in Asia-Pacific, North America, and the Middle East are launching extensive smart city programs, backed by both public and private investments.

The proliferation of advanced technologies such as 5G, blockchain, and AI is also playing a crucial role in the market's growth. 5G technology, in particular, is set to revolutionize smart city infrastructure by providing faster, more reliable connectivity. This will enable the high-speed data transfer required for real-time applications in smart governance, smart healthcare, and smart mobility. Additionally, blockchain technology offers enhanced security and transparency for various smart city applications, including energy grids, public services, and transportation systems.

The regional outlook for the Smart City & Connected City Solutions market is highly promising, with Asia-Pacific and North America leading the charge. Asia-Pacific is expected to witness the highest growth rate due to the rapid urbanization in countries like China and India and substantial government initiatives focused on building smart cities. North America, with its advanced technological infrastructure and significant investments in smart city projects, is also poised for considerable growth.

Component Analysis

The Smart City & Connected City Solutions market can be segmented by components into hardware, software, and services. Each of these components plays a critical role in the development and implementation of smart city solutions. The hardware segment includes sensors, cameras, smart meters, and other connected devices that form the backbone of smart city infrastructure. These devices collect vast amounts of data, which is crucial for monitoring and managing various urban functions. The increasing adoption of IoT devices is driving the growth of this segment, as cities aim to become more efficient and responsive.

Software solutions are essential for analyzing the data collected by hardware components and transforming it into actionable insights. This segment covers a wide range of applications, including data analytics platforms, urban planning software, and smart governance solutions. The demand for such software is growing as cities seek to harness the power of big data and AI to improve decision-making processes. Cloud-based software solutions have become particularly popular due to their scalability, flexibility, and cost-effectiveness, contributing to the overall growth of the software segment.

Services are another vital component of the Smart City & Connected City Solutions market. These services include consulting, system integration, and maintenance services, which are crucial for the successful implementation and ongoing operation of smart city projects. The complexity of integrating various hardware and software components into a cohesive system necessitates specialized expertise. As a result, there is a growing market for service providers who can offer end-to-end solutions, from initial planning and design to implementation and continuous support.<

This dataset illustrates the largest difference between high and low temperatures and the smallest difference between high and low temperatures in cities with 50,000 people or more. A value of -1 means that the data was not applicable. Also included are the rankings, the inverse ranking to be used for mapping purposes, the popualtion, the name of city and state, and the temperature degree difference. Source City-Data URL http//www.city-data.com/top2/c489.html http//www.city-data.com/top2/c490.html Date Accessed November 13,2007

According to Cognitive Market Research, the global smart city platforms market size was USD 192541.2 million in 2024. It will expand at a compound annual growth rate (CAGR) of 9.00% from 2024 to 2031.

North America held the major market share for more than 40% of the global revenue with a market size of USD 77016.48 million in 2024 and will grow at a compound annual growth rate (CAGR) of 7.2% from 2024 to 2031.
Europe accounted for a market share of over 30% of the global revenue with a market size of USD 57762.36 million.
Asia Pacific held a market share of around 23% of the global revenue with a market size of USD 44284.48 million in 2024 and will grow at a compound annual growth rate (CAGR) of 11.0% from 2024 to 2031.
Latin America had a market share of more than 5% of the global revenue with a market size of USD 9627.06 million in 2024 and will grow at a compound annual growth rate (CAGR) of 8.4% from 2024 to 2031.
Middle East and Africa had a market share of around 2% of the global revenue and was estimated at a market size of USD 3850.82 million in 2024 and will grow at a compound annual growth rate (CAGR) of 8.7% from 2024 to 2031.
The data management platform is the fastest growing segment of the smart city platforms industry

Market Dynamics of Smart city platforms Market

Key Drivers for Smart city platforms Market

Urbanization and population growth to drive market growth

Urbanization and population growth are key drivers of the Smart City Platforms Market, as they create the need for more efficient urban management solutions. Rapid migration to cities places immense pressure on infrastructure, transportation, energy, and public services. To address these challenges, smart city platforms enable cities to optimize resource allocation, improve traffic management, and enhance public safety through data-driven decision-making. As urban populations grow, the demand for sustainable and scalable solutions increases, leading to investments in technologies like IoT, artificial intelligence, and data analytics. These platforms allow city administrators to manage services in real time, ensuring smoother operations and better living conditions. Furthermore, governments worldwide are supporting smart city initiatives to handle the socio-economic impacts of urbanization, boosting the market's expansion.

Increased demand for efficient public services to boost market growth

The increased demand for efficient public services is a major driver of growth in the Smart City Platforms Market. As urban populations expand, cities face pressure to improve the efficiency and quality of essential services such as transportation, healthcare, energy management, and waste disposal. Smart city platforms provide a solution by integrating various urban services through the use of IoT devices, big data, and real-time analytics. By leveraging these technologies, cities can streamline operations, reduce costs, and respond more effectively to residents' needs. For example, smart traffic systems can alleviate congestion, while intelligent energy grids optimize power consumption. Citizens also expect more responsive and transparent services, pushing governments to adopt smart platforms to enhance service delivery and public engagement. This rising demand for smarter, more efficient services is a key factor driving market growth.

Restraint Factor for the Smart city platforms Market

Data privacy and security concerns to limit market growth

Data privacy and security concerns pose significant challenges to the growth of the Smart City Platforms Market. As these platforms rely on massive amounts of data collected from IoT devices, sensors, and city infrastructure, they become potential targets for cyberattacks and unauthorized access. Breaches in public data can compromise critical systems, including transportation, healthcare, and public safety, leading to severe consequences. Citizens are increasingly concerned about how their personal information is being used and protected, which raises issues around trust and transparency. Furthermore, stringent regulations like GDPR and other regional data protection laws require cities to ensure robust security measures, which can increase implementation costs and complexity. The fear of potential data misuse or leaks can slow down the adoption of smart city technologies, limiting market growth despite their benefits.

Impact of Covid-19 on the Smar...

Access to facilities, services and socio-economic opportunities plays a critical role in the growth and decline of cities and human settlements. Previous attempts to explain changes in socio-economic indicators by differences in accessibility have not been convincing as countries with highly developed transport infrastructure have only seen marginal benefits of infrastructure improvements. Australia offers an ideal case for investigating the effects of accessibility on development since it is seen as home to some of the most liveable cities in the world while, at the same time, it also has some of the most isolated settlements. We investigate herein the connectivity and accessibility of all 1814 human settlements (population centers exceeding 200 persons) in Australia, and how they relate to the socio-economic characteristics of, and opportunities in, each population center. Assuming population as a proxy indicator of available opportunities, we present a simple ranking metric for a settlement using the number of population and the distance required to access all other settlements (and the corresponding opportunities therein). We find a strikingly unequal distribution of access to opportunities in Australia, with a marked prominence of opportunities in capital cities in four of the eight states. The two largest cities of Sydney and Melbourne have a dominant position across all socio-economic indicators, compared to all the other cities. In general, we observe across all the settlements that a decrease in access to opportunities is associated with relatively greater socio-economic disadvantage including increased median age and unemployment rate and decreased median household income. Our methodology can be used to better understand the potential benefits of improved accessibility based on infrastructure development, especially for remote areas and for cities and towns with many socio-economically disadvantaged population.

A dataset listing Arkansas cities by population for 2024.

This dataset explores the United States Department of Agriculture (USDA) Food and Nutrition Service Program - Food Stamp Program by recording the benefits each state receives for the years 2003-2007. * The following outlying areas receive Nutrition Assistance Grants which provide benefits analogous to the Food Stamp Program: Puerto Rico, American Samoa, and the Northern Marianas. All data are subject to revision.

The evidence base for the benefits of urban nature for people and biodiversity is strong. However, cities are diverse and the social and environmental contexts of cities are likely to influence the observed effects of urban nature, and the application of evidence to differing contexts. To explore biases in the evidence base for the effects of urban nature, we text-matched city names in the abstracts and affiliations of 14 786 journal articles, from separate searches for articles on urban biodiversity, the health and wellbeing impacts of urban nature, and on urban ecosystem services. City names were found in 51% of article abstracts and 92% of affiliations. Most large cities were studied many times over, while only a small proportion of small cities were studied once or twice. Almost half the cities studied also had an author with an affiliation from that city. Most studies were from large developed cities, with relatively few studies from Africa and South America in particular. These biases mean the evidence base for the effects of urban nature on people and on biodiversity does not adequately represent the lived experience of the 41% of the world’s urban population who live in small cities, nor the residents of the many rapidly urbanising areas of the developing world. Care should be taken when extrapolating research findings from large global cities to smaller cities and cities in the developing world. Future research should encourage research design focussed on answering research questions rather than city selection by convenience, disentangle the role of city size from measures of urban intensity (such as population density or impervious surface cover), avoid gross urban-rural dualisms, and better contextualise existing research across social and environmental contexts.

Green spaces in urban areas-- like remnant habitat, parks, constructed wetlands, and street trees-- supply multiple benefits. Many studies show green spaces in and near urban areas play important roles harboring biodiversity and promoting human well-being. On the other hand, evidence suggests that greater human population density enables compact, low-carbon cities that spare habitat conversion at the fringes of expanding urban areas, while also allowing more walkable and livable cities. How then can urban areas have abundant green spaces as well as density?
This data archive contains data created as part of a scientific manuscript that attempts to answer this question, entitled "Denser and greener cities: Green interventions to achieve both urban density and nature". Please see that manuscript for details on sources of data and details of methodology. We found that there is a negative correlation between population density and urban green spaces. For Functional Urban Areas in the OECD, a doubling of density is associated with a 2.9% decline in tree cover. We argue that there are competing tradeoffs between the benefits of density for sustainability and the benefits of nature for human well-being. Planners must decide an appropriate density by choosing where to be on this tradeoff curve, taking into account city-specific urban planning goals and context. However, while the negative correlation between population density and tree cover is modest at the level of US urbanized areas (R2=0.22), it is weak at the US Census block level (R2=0.05), showing that there are significant brightspots, neighborhoods that manage to have more tree canopy than would be expected based upon their level of density. We then describe techniques for how urban planners and designers can create more brightspots, identifying a typology of urban forms and listing green interventions appropriate for each form. We also analyze policies that enable these green interventions illustrating them with the case studies of Curitiba and Singapore. We conclude that while there are tensions between density and urban green spaces, an urban world that is both green and dense is possible, if society chooses to take advantage of the available green interventions and create it. Methods Please see the Methods section in McDonald et al. (People and Nature) for details on our methods.

Abstract

The household registration system known as ho khau has been a part of the fabric of life in Vietnam for over 50 years. The system was used as an instrument of public security, economic planning, and control of migration, at a time when the state played a stronger role in direct management of the economy and the life of its citizens. Although the system has become less rigid over time, concerns persist that ho khau limits the rights and access to public services of those who lack permanent registration in their place of residence. Due largely to data constraints, however, previous discussions about the system have relied largely on anecdotal or partial information.

Drawing from historical roots as well as the similar model of China’s hukou, the ho khau system was established in Vietnam in 1964. The 1964 law established the basic parameters of the system: every citizen was to be registered as a resident in one and only household at the place of permanent residence, and movements could take place only with the permission of authorities. Controlling migration to cities was part of the system’s early motivation, and the system’s ties to rationing, public services, and employment made it an effective check on unsanctioned migration. Transfer of one’s ho khau from one place to another was possible in principle but challenging in practice.

The force of the system has diminished since the launch of Doi Moi as well as a series of reforms starting in 2006. Most critically, it is no longer necessary to obtain permission from the local authorities in the place of departure to register in a new location. Additionally, obtaining temporary registration status in a new location is no longer difficult. However, in recent years the direction of policy changes regarding ho khau has been varied. A 2013 law explicitly recognized the authority of local authorities to set their own policies regarding registration, and some cities have tightened the requirements for obtaining permanent status.

Understanding of the system has been hampered by the fact that those without permanent registration have not appeared in most conventional sources of socioeconomic data. To gather data for this project, a survey of 5000 respondents in five provinces was done in June-July 2015. The samples are representative of the population in 5 provinces – Ho Chi Minh City, Ha Noi, Da Nang, Binh Duong and Dak Nong. Those five provinces/cities are among the provinces with the highest rate of migration as estimated using data from Population Census 2009.

Geographic coverage

5 provinces – Ho Chi Minh City, Ha Noi, Da Nang, Binh Duong and Dak Nong.

Analysis unit

Household

Kind of data

Sample survey data [ssd]

Sampling procedure

Sampling for the Household Registration Survey was conducted in two stages. The two stages were selection of 250 enumeration areas (50 EAs in each of 5 provinces) and then selection of 20 households in each selected EA, resulting in a total sample size of 5000 households. The EAs were selected using Probability Proportional to Size (PPS) method based on the square number of migrants in each EA, with the aim to increase the probability of being selected for EAs with higher number of migrants. “Migrants” were defined using the census data as those who lived in a different province five years previous to the census. The 2009 Population Census data was used as the sample frame for the selection of EAs. To make sure the sampling frame was accurate and up to date, EA leaders of the sampled EAs were asked to collection information of all households regardless of registration status at their ward a month before the actual fieldwork. Information collected include name of head of household, address, gender, age of household’s head, household phone number, residence registration status of household, and place of their registration 5 years ago. All households on the resulting lists were found to have either temporary or permanent registration in their current place of residence.

Using these lists, selection of survey households was stratified at the EA level to ensure a substantial surveyed population of households without permanent registration. In each EA random selection was conducted of 12 households with temporary registration status and 8 households with permanent registration status. For EAs where the number of temporary registration households was less than 12, all of the temporary registration households were selected and additional permanent registration households were selected to ensure that each EA had 20 survey households. Sampling weights were calculated taking into the account the selection rules for the first and second stages of the survey.

Mode of data collection

Computer Assisted Personal Interview [capi]

Research instrument

The questionnaire was mostly adapted from the Vietnam Household Living Standard Survey (VHLSS), and the Urban Poverty Survey (UPS) with appropriate adjustment and supplement of a number of questions to follow closely the objectives of this survey. The household questionnaire consists of a set of questions on the following contents:

• Demographic characteristics of household members with emphasis on their residence status in terms of both administrative management (permanent/temporary residence book) and real residential situation. • Education of household members. Beside information on education level, the respondents are asked whether a household member attend school as “trai-tuyen” , how much “trai-tuyen” fee/enrolment fee, and difficulty in attending schools without permanent residence status. • Health and health care, collecting information on medical status and health insurance card of household members. • Labour and employment, asking household member’s employment status in the last 30 days; their most and second-most time-consuming employment during the last 30 days; and whether they had been asked about residence status when looking for job. • Assets and housing conditions. This section collects information on household’s living conditions such as assets, housing types and areas, electricity, water and energy. • Income and expenditure of households. • Social inclusion and protection. The respondents are asked whether their household members participate in social organizations, activities, services, contribution; whether they benefit from any social project/policy; do they have any loans within the last 12 months; and to provide information about five of their friends at their residential area. • Knowledge on the Law of Residence, current regulations on conditions for obtaining permanent residence, experience dealing with residence issues, and opinion on current household registration system of the respondents.

Cleaning operations

Managing and Cleaning the Data

Data were managed and cleaned each day immediately upon being received, which occurred at the same time as the fieldwork surveys. At the end of each workday, the survey teams were required to review all of the interviews conducted and transfer collected data to the server. The data received by the main server were downloaded and monitored by MDRI staff.

At this stage, MDRI assigned a technical team to work on the data. First, the team listened to interview records and used an application to detect enumerators’ errors. In this way, MDRI quickly identified and corrected the mistakes of the interviewers. Then the technical team proceeded with data cleaning by questionnaire, based on the following quantity and quality checking criteria.

• Quantity checking criteria: The number of questionnaires must be matched with the completed interviews and the questionnaires assigned to each individual in the field. According to the plan, each survey team conducted 20 household questionnaires in each village. All questionnaires were checked to ensure that they contained all essential information, and duplicated entries were eliminated. • Quality checking criteria: Our staff performed a thorough examination of the practicality and logic of the data. If there was any suspicious or inconsistent information, the data management team re – listened to the records or contacted the respondents and survey teams for clarification via phone call. Necessary revisions would then be made.

Data cleaning was implemented by the following stages: 1. Identification of illogical values; 2. Software – based detection of errors for clarification and revision; 3. Information re-checking with respondents and/or enumerators via phone or through looking at the records; 4. Development and implementation of errors correction algorithms; The list of detected and adjusted errors is attached in Annex 6.

Outlier detection methods The data team applied a popular non - parametric method for outlier detection, which can be done with the following procedure: 1. Identify the first quartile Q1 (the 25th percentile data point) 2. Identify the third quartile Q3 (the 75th percentile data point) 3. Identify the inter-quartile range(IQR): IQR=Q3-Q1 4. Calculate lower limits (L) and upper limits (U) by the following formulas: o L=Q1-1.5*IQR o U=Q3+1.5*IQR 5. Detect outliers by the rule: An observation is an outlier if it lies below the lower bound or beyond the upper bound (i.e. less than L or greater than U)

Data Structure The completed dataset for the “Household registration survey 2015” includes 9 files in STATA format (.dta): • hrs_maindata: Information on the households, including: assets, housing, income, expenditures, social inclusion and social protection issues, household registration procedures • hrs_muc1: Basic information on the

This dataset provides labour market indicators aggregated at national level and broken down by territorial typology according to the population's access to cities.

Data source and definition

I>The indicators include labour indicators at place of residence by type of territory. Data is based on a labor force survey using ILO methodology and collected from Eurostat (reg_lmk) for EU countries and via delegates of the OECD Working Party on Territorial Indicators (WPTI), as well as from national statistical offices' websites.

The indicators are aggregated data at the national level, using the typology of small (TL3) regions to calculate totals or averages for all metropolitan large regions, metropolitan midsize regions, near a midsize/large FUA regions, near a small FUA regions and remote regions.

Territorial typology on the population's access to cities

Territorial typologies helps to assess differences in socio-economic trends in regions, both within and across countries and to highlight the specific issues faced by each type of region.

The OECD territorial typology on access to cities uses the concept of functional urban areas (FUA) – composed of urban centres and their commuting areas – and classifies small (TL3) regions (Fadic et al., 2019) according to the following criteria:

• Metropolitan regions, if more than half of the population live in a FUA. Metropolitan regions are further classified into: metropolitan large, if more than half of the population live in a (large) FUA of at least 1.5 million inhabitants; and metropolitan midsize, if more than half of the population live in a (midsize) FUA of at 250 000 to 1.5 million inhabitants.
• Non-metropolitan regions, if less than half of the population live in a midsize/large FUA. These regions are further classified according to their level of access to FUAs of different sizes: near a midsize/large FUA if more than half of the population live within a 60-minute drive from a midsize/large FUA (of more than 250 000 inhabitants) or if the TL3 region contains more than 80% of the area of a midsize/large FUA; near a small FUA if the region does not have access to a midsize/large FUA and at least half of its population have access to a small FUA (i.e. between 50 000 and 250 000 inhabitants) within a 60-minute drive, or contains 80% of the area of a small FUA; and remote, otherwise.

List of OECD regions and typologies are presented in the OECD Territorial correspondence table (xlsx). Maps of OECD regions are presented in the OECD Territorial grid (pdf).

Cite this dataset

OECD Regions and Cities databases http://oe.cd/geostats

Further information

• The interactive web-tool OECD Regions and Cities Statistical Atlas
• The report OECD Regions and Cities at a Glance

Contact: RegionStat@oecd.org

As of mid-2025, Port of Spain ranked as the second Latin American and Caribbean city with the highest cost of living. The capital of Trinidad and Tobago obtained an index score of 55.2, followed by the Uruguayan capital, with 53.3 points.

This dataset explores the United States Department of Agriculture (USDA) Food and Nutrition Service Program - Food Stamp Program by recording the average monthly benefit per person by state for the years 2003 - 2007. * The following outlying areas receive Nutrition Assistance Grants which provide benefits analogous to the Food Stamp Program: Puerto Rico, American Samoa, and the Northern Marianas. Annual averages are total benefits divided by total annual participation. All data are subject to revision.

Measure and Map Access to Grocery StoresFrom the perspective of the people living in each neighborhoodHow do people in your city get to the grocery store? The answer to that question depends on the person and where they live. This web map helps answer the question in this app.Some live in cities and stop by a grocery store within a short walk or bike ride of home or work. Others live in areas where car ownership is more prevalent, and so they drive to a store. Some do not own a vehicle, and rely on a friend or public transit. Others rely on grocery delivery for their needs. And, many live in rural areas far from town, so a trip to a grocery store is an infrequent event involving a long drive.This map from Esri shows which areas are within a ten minute walk or ten minute drive of a grocery store in the United States and Puerto Rico. Darker color indicates access to more stores. The chart shows how many people can walk to a grocery store if they wanted to or needed to.It is estimated that 20% of U.S. population live within a 10 minute walk of a grocery store, and 92% of the population live within a 10 minute drive of a grocery store.Look up your city to see how the numbers change as you move around the map. Or, draw a neighborhood boundary on the map to get numbers for that area.Every census block is scored with a count of walkable and drivable stores nearby, making this a map suitable for a dashboard for any city, or any of the 50 states, DC and Puerto Rico. Two colorful layers visualize this definition of access, one for walkable access (suitable for looking at a city neighborhood by neighborhood) and one for drivable access (suitable for looking across a city, county, region or state).On the walkable layer, shades of green define areas within a ten minute walk of one or more grocery stores. The colors become more intense and trend to a blue-green color for the busiest neighborhoods, such as downtown San Francisco. As you zoom in, a layer of Census block points visualizes the local population with or without walkable access.As you zoom out to see the entire city, the map adds a light blue - to dark blue layer, showing which parts of the region fall within ten minutes' drive of one or more grocery stores. As a result, the map is useful at all scales, from national to regional, state and local levels. It becomes easier to spot grocery stores that sit within a highly populated area, and grocery stores that sit in a shopping center far away from populated areas. This view of a city begins to hint at the question: how many people have each type of access to grocery stores? And, what if they are unable to walk a mile regularly, or don't own a car?How to Use This MapUse this map to introduce the concepts of access to grocery stores in your city or town. This is the kind of map where people will want to look up their home or work address to validate what the map is saying.The map was built with that use in mind. Many maps of access use straight-line, as-the-crow-flies distance, which ignores real-world barriers to walkability like rivers, lakes, interstates and other characteristics of the built environment. Block analysis using a network data set and Origin-Destination analysis factors these barriers in, resulting in a more realistic depiction of access.There is data behind the map, which can be summarized to show how many people have walkable access to local grocery stores. The map includes a feature layer of population in Census block points, which are visible when you zoom in far enough. This feature layer can be plugged into an app like this one that summarizes the population with/without walkable or drivable access.Lastly, this map can serve as backdrop to other community resources, like food banks, farmers markets (example), and transit (example). Add a transit layer to immediately gauge its impact on the population's grocery access. You can also use this map to see how it relates to communities of concern. Add a layer of any block group or tract demographics, such as Percent Senior Population (examples), or Percent of Households with Access to 0 Vehicles (examples).The map is a useful visual and analytic resource for helping community leaders, business and government leaders see their town from the perspective of its residents, and begin asking questions about how their community could be improved.Data sourcesPopulation data is from the 2010 U.S. Census blocks. Each census block has a count of stores within a 10 minute walk, and a count of stores within a ten minute drive. Census blocks known to be unpopulated are given a score of 0. The layer is available as a hosted feature layer.Grocery store locations are from SafeGraph, reflecting what was in the data as of October 2020. Access to the layer was obtained from the SafeGraph offering in ArcGIS Marketplace. For this project, ArcGIS StreetMap Premium was used for the street network in the origin-destination analysis work, because it already has the necessary attributes on each street segment to identify which streets are considered walkable, and supports a wide variety of driving parameters.The walkable access layer and drivable access layers are rasters, whose colors were chosen to allow the drivable access layer to serve as backdrop to the walkable access layer. Alternative versions of these layers are available. These pairs use different colors but are otherwise identical in content.Data PreparationArcGIS Network Analyst was used to set up a network street layer for analysis. ArcGIS StreetMap Premium was installed to a local hard drive and selected in the Origin-Destination workflow as the network data source. This allows the origins (Census block centroids) and destinations (SafeGraph grocery stores) to be connected to that network, to allow origin-destination analysis.The Census blocks layer contains the centroid of each Census block. The data allows a simple popup to be created. This layer's block figures can be summarized further, to tract, county and state levels.The SafeGraph grocery store locations were created by querying the SafeGraph source layer based on primary NAICS code. After connecting to the layer in ArcGIS Pro, a definition query was set to only show records with NAICS code 445110 as an initial screening. The layer was exported to a local disk drive for further definition query refinement, to eliminate any records that were obviously not grocery stores. The final layer used in the analysis had approximately 53,600 records. In this map, this layer is included as a vector tile layer.MethodologyEvery census block in the U.S. was assigned two access scores, whose numbers are simply how many grocery stores are within a 10 minute walk and a 10 minute drive of that census block. Every census block has a score of 0 (no stores), 1, 2 or more stores. The count of accessible stores was determined using Origin-Destination Analysis in ArcGIS Network Analyst, in ArcGIS Pro. A set of Tools in this ArcGIS Pro package allow a similar analysis to be conducted for any city or other area. The Tools step through the data prep and analysis steps. Download the Pro package, open it and substitute your own layers for Origins and Destinations. Parcel centroids are a suggested option for Origins, for example. Origin-Destination analysis was configured, using ArcGIS StreetMap Premium as the network data source. Census block centroids with population greater than zero were used as the Origins, and grocery store locations were used as the Destinations. A cutoff of 10 minutes was used with the Walk Time option. Only one restriction was applied to the street network: Walkable, which means Interstates and other non-walkable street segments were treated appropriately. You see the results in the map: wherever freeway overpasses and underpasses are present near a grocery store, the walkable area extends across/through that pass, but not along the freeway.A cutoff of 10 minutes was used with the Drive Time option. The default restrictions were applied to the street network, which means a typical vehicle's access to all types of roads was factored in.The results for each analysis were captured in the Lines layer, which shows which origins are within the cutoff of each destination over the street network, given the assumptions about that network (walking, or driving a vehicle).The Lines layer was then summarized by census block ID to capture the Maximum value of the Destination_Rank field. A census block within 10 minutes of 3 stores would have 3 records in the Lines layer, but only one value in the summarized table, with a MAX_Destination_Rank field value of 3. This is the number of stores accessible to that census block in the 10 minutes measured, for walking and driving. These data were joined to the block centroids layer and given unique names. At this point, all blocks with zero population or null values in the MAX_Destination_Rank fields were given a store count of 0, to help the next step.Walkable and Drivable areas are calculated into a raster layer, using Nearest Neighbor geoprocessing tool on the count of stores within a 10 minute walk, and a count of stores within a ten minute drive, respectively. This tool uses a 200 meter grid and interpolates the values between each census block. A census tracts layer containing all water polygons "erased" from the census tract boundaries was used as an environment setting, to help constrain interpolation into/across bodies of water. The same layer use used to "shoreline" the Nearest Neighbor results, to eliminate any interpolation into the ocean or Great Lakes. This helped but was not perfect.Notes and LimitationsThe map provides a baseline for discussing access to grocery stores in a city. It does not presume local population has the desire or means to walk or drive to obtain groceries. It does not take elevation gain or loss into account. It does not factor time of day nor weather, seasons, or other variables that affect a

This dataset provides economic indicators aggregated at national level and broken down by territorial typology according to the population's access to cities.

Data source and definition

The indicators include GDP, GDP per capita, gross value added, employment at place of work and labour productivity by type of territory. Data is collected from Eurostat (reg_eco10) for EU countries and via delegates of the OECD Working Party on Territorial Indicators (WPTI), as well as from national statistical offices' websites.

The indicators are aggregated data at the national level, using the typology of small (TL3) regions to calculate totals or averages for all metropolitan large regions, metropolitan midsize regions, near a midsize/large FUA regions, near a small FUA regions and remote regions.

Territorial typology on the population's access to cities

Territorial typologies helps to assess differences in socio-economic trends in regions, both within and across countries and to highlight the specific issues faced by each type of region.

The OECD territorial typology on access to cities uses the concept of functional urban areas (FUA) – composed of urban centres and their commuting areas – and classifies small (TL3) regions (Fadic et al., 2019) according to the following criteria:

• Metropolitan regions, if more than half of the population live in a FUA. Metropolitan regions are further classified into: metropolitan large, if more than half of the population live in a (large) FUA of at least 1.5 million inhabitants; and metropolitan midsize, if more than half of the population live in a (midsize) FUA of at 250 000 to 1.5 million inhabitants.
• Non-metropolitan regions, if less than half of the population live in a midsize/large FUA. These regions are further classified according to their level of access to FUAs of different sizes: near a midsize/large FUA if more than half of the population live within a 60-minute drive from a midsize/large FUA (of more than 250 000 inhabitants) or if the TL3 region contains more than 80% of the area of a midsize/large FUA; near a small FUA if the region does not have access to a midsize/large FUA and at least half of its population have access to a small FUA (i.e. between 50 000 and 250 000 inhabitants) within a 60-minute drive, or contains 80% of the area of a small FUA; and remote, otherwise.

List of OECD regions and typologies are presented in the OECD Territorial correspondence table (xlsx). Maps of OECD regions are presented in the OECD Territorial grid (pdf).

Cite this dataset

OECD Regions and Cities databases http://oe.cd/geostats

Further information

• The interactive web-tool OECD Regions and Cities Statistical Atlas
• The report OECD Regions and Cities at a Glance

Contact: RegionStat@oecd.org

This layer shows which parts of the United States and Puerto Rico fall within ten minutes" walk of one or more grocery stores. It is estimated that 20% of U.S. population live within a 10 minute walk of a grocery store, and 92% of the population live within a 10 minute drive of a grocery store. The layer is suitable for looking at access at a neighborhood scale. When you add this layer to your web map, along with the drivable access layer and the SafeGraph grocery store layer, it becomes easier to spot grocery stores that sit within a highly populated area, and grocery stores that sit in a shopping center far away from populated areas. Add the Census block points layer to show a popup with the count of stores within 10 minutes" walk and drive. This view of a city begins to hint at the question: how many people have each type of access to grocery stores? And, what if they are unable to walk a mile regularly, or don"t own a car? How to Use This Layer in a Web MapUse this layer in a web map to introduce the concepts of access to grocery stores in your city or town. This is the kind of map where people will want to look up their home or work address to validate what the map is saying. See this example web map which you can use in your projects, storymaps, apps and dashboards. The layer was built with that use in mind. Many maps of access use straight-line, as-the-crow-flies distance, which ignores real-world barriers to walkability like rivers, lakes, interstates and other characteristics of the built environment. Block analysis using a network data set and Origin-Destination analysis factors these barriers in, resulting in a more realistic depiction of access. Lastly, this layer can serve as backdrop to other community resources, like food banks, farmers markets (example), and transit (example). Add a transit layer to immediately gauge its impact on the population"s grocery access. You can also use this map to see how it relates to communities of concern. Add a layer of any block group or tract demographics, such as Percent Senior Population (examples), or Percent of Households with Access to 0 Vehicles (examples). The layer is a useful visual resource for helping community leaders, business and government leaders see their town from the perspective of its residents, and begin asking questions about how their community could be improved. Data sourcesPopulation data is from the 2010 U.S. Census blocks. Each census block has a count of stores within a 10 minute walk, and a count of stores within a ten minute drive. Census blocks known to be unpopulated are given a score of 0. The layer is available as a hosted feature layer. Grocery store locations are from SafeGraph, reflecting what was in the data as of October 2020. Access to the layer was obtained from the SafeGraph offering in ArcGIS Marketplace. For this project, ArcGIS StreetMap Premium was used for the street network in the origin-destination analysis work, because it already has the necessary attributes on each street segment to identify which streets are considered walkable, and supports a wide variety of driving parameters. The walkable access layer and drivable access layers are rasters, whose colors were chosen to allow the drivable access layer to serve as backdrop to the walkable access layer. Data PreparationArcGIS Network Analyst was used to set up a network street layer for analysis. ArcGIS StreetMap Premium was installed to a local hard drive and selected in the Origin-Destination workflow as the network data source. This allows the origins (Census block centroids) and destinations (SafeGraph grocery stores) to be connected to that network, to allow origin-destination analysis. The Census blocks layer contains the centroid of each Census block. The data allows a simple popup to be created. This layer"s block figures can be summarized further, to tract, county and state levels. The SafeGraph grocery store locations were created by querying the SafeGraph source layer based on primary NAICS code. After connecting to the layer in ArcGIS Pro, a definition query was set to only show records with NAICS code 445110 as an initial screening. The layer was exported to a local disk drive for further definition query refinement, to eliminate any records that were obviously not grocery stores. The final layer used in the analysis had approximately 53,600 records. In this map, this layer is included as a vector tile layer. Methodology Every census block in the U.S. was assigned two access scores, whose numbers are simply how many grocery stores are within a 10 minute walk and a 10 minute drive of that census block. Every census block has a score of 0 (no stores), 1, 2 or more stores. The count of accessible stores was determined using Origin-Destination Analysis in ArcGIS Network Analyst, in ArcGIS Pro. A set of Tools in this ArcGIS Pro package allow a similar analysis to be conducted for any city or other area. The Tools step through the data prep and analysis steps. Download the Pro package, open it and substitute your own layers for Origins and Destinations. Parcel centroids are a suggested option for Origins, for example. Origin-Destination analysis was configured, using ArcGIS StreetMap Premium as the network data source. Census block centroids with population greater than zero were used as the Origins, and grocery store locations were used as the Destinations. A cutoff of 10 minutes was used with the Walk Time option. Only one restriction was applied to the street network: Walkable, which means Interstates and other non-walkable street segments were treated appropriately. You see the results in the map: wherever freeway overpasses and underpasses are present near a grocery store, the walkable area extends across/through that pass, but not along the freeway. A cutoff of 10 minutes was used with the Drive Time option. The default restrictions were applied to the street network, which means a typical vehicle"s access to all types of roads was factored in. The results for each analysis were captured in the Lines layer, which shows which origins are within the cutoff of each destination over the street network, given the assumptions about that network (walking, or driving a vehicle). The Lines layer was then summarized by census block ID to capture the Maximum value of the Destination_Rank field. A census block within 10 minutes of 3 stores would have 3 records in the Lines layer, but only one value in the summarized table, with a MAX_Destination_Rank field value of 3. This is the number of stores accessible to that census block in the 10 minutes measured, for walking and driving. These data were joined to the block centroids layer and given unique names. At this point, all blocks with zero population or null values in the MAX_Destination_Rank fields were given a store count of 0, to help the next step. Walkable and Drivable areas are calculated into a raster layer, using Nearest Neighbor geoprocessing tool on the count of stores within a 10 minute walk, and a count of stores within a ten minute drive, respectively. This tool uses a 200 meter grid and interpolates the values between each census block. A census tracts layer containing all water polygons "erased" from the census tract boundaries was used as an environment setting, to help constrain interpolation into/across bodies of water. The same layer use used to "shoreline" the Nearest Neighbor results, to eliminate any interpolation into the ocean or Great Lakes. This helped but was not perfect. Notes and LimitationsThe map provides a baseline for discussing access to grocery stores in a city. It does not presume local population has the desire or means to walk or drive to obtain groceries. It does not take elevation gain or loss into account. It does not factor time of day nor weather, seasons, or other variables that affect a person"s commute choices. Walking and driving are just two ways people get to a grocery store. Some people ride a bike, others take public transit, have groceries delivered, or rely on a friend with a vehicle. Thank you to Melinda Morang on the Network Analyst team for guidance and suggestions at key moments along the way; to Emily Meriam for reviewing the previous version of this map and creating new color palettes and marker symbols specific to this project. Additional ReadingThe methods by which access to food is measured and reported have improved in the past decade or so, as has the uses of such measurements. Some relevant papers and articles are provided below as a starting point. Measuring Food Insecurity Using the Food Abundance Index: Implications for Economic, Health and Social Well-BeingHow to Identify Food Deserts: Measuring Physical and Economic Access to Supermarkets in King County, WashingtonAccess to Affordable and Nutritious Food: Measuring and Understanding Food Deserts and Their ConsequencesDifferent Measures of Food Access Inform Different SolutionsThe time cost of access to food – Distance to the grocery store as measured in minutes

Innovation and night light intensity for cities in developing countries.

Violent Crime in CA

Regional, County, City/Town Rates 2006-2010

By Health [source]

About this dataset

This dataset contains information on the rate of violent crime across California - its regions, counties, cities and towns. The data was collected as part of a larger effort by the Office of Health Equity to better understand public health indicators and ensure equitable outcomes for all.

The numbers reflect more than just a problem in California communities - it reflects a problem with unequal access to resources and opportunity across race, ethnicities and geographies. African Americans in California are 11 times more likely to die from assault or homicide compared to white Californians. Similarly, certain regions report higher crime rates than others at the county level- indicating underlying issues with poverty or institutionalized inequality.

Law enforcement agencies teamed up with the Federal Bureau of Investigations’ Uniform Crime Reports to collect this data table which includes details such as reported number of violent crimes (numerator), population size (denominator), rate per 1,000 population (ratex1000) confidence intervals (LL_95CI & UL_95CI ) standard errors & relative standard errors (se & rse) as well as ratios between city/town rates vs state rates (RR_city2state). Additionally, each record is classified according to region name/code and race/ethnicity code/name , giving researchers further insight into these troubling statistics at both macro and micro levels.

Armed with this information we can explore new ways identify inequitable areas and begin looking for potential solutions that combat health disparities within our communities like never before!

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For more datasets, click here.

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How to use the dataset

The data is presented with twenty columns providing various segments within each row including:

• Crime definition
• Race/ethnicity code
• Region code
• Geographic area identifier
• Numerator and Denominator values of population
• Standard Error and 95% Confidence Intervals
• Relatvie Standard Error (RSE) value

• Ratios related to city/towns rate to state rate

  The information provided can be used for a variety of applications such as creating visualizations or developing predictive models. It is important to note that rates are expressed per 1,000 population for their respective geographic area during each period noted by the report year field within the dataset. Additionally CA_decile column may be useful in comparing counties due numerical grading system identifying a region’s percentile ranking when compared to other counties within the current year’s entire dataset as well as ratios present under RR_city2state which presents ratio comparison between city/town rate and state rate outside given geographic area have made this an extremely valuable dataset for further analysis

Research Ideas

• Developing a crime prediction and prevention program that uses machine learning models to identify criminal hotspots and direct resources to those areas
• Exploring the connection between race/ethnicity and rates of violence in California
• Creating visualizations and interactive maps to display types of violent crime across different counties within California

Acknowledgements

If you use this dataset in your research, please credit the original authors. Data Source

License

License: Open Database License (ODbL) v1.0 - You are free to: - Share - copy and redistribute the material in any medium or format. - Adapt - remix, transform, and build upon the material for any purpose, even commercially. - You must: - Give appropriate credit - Provide a link to the license, and indicate if changes were made. - ShareAlike - You must distribute your contributions under the same license as the original. - Keep intact - all notices that refer to this license, including copyright notices. - No Derivatives - If you remix, transform, or build upon the material, you may not distribute the modified material. - No additional restrictions - You may not apply legal terms or technological measures that legally restrict others from doing anything the license permits.

Columns

File: Violent_Crime_Rate_California_2006-2010-DD.csv

File: rows.csv | Column name | Description ...

Measure and Map Access to Grocery StoresFrom the perspective of the people living in each neighborhoodHow do people in your city get to the grocery store? The answer to that question depends on the person and where they live. This web map helps answer the question in this app.Some live in cities and stop by a grocery store within a short walk or bike ride of home or work. Others live in areas where car ownership is more prevalent, and so they drive to a store. Some do not own a vehicle, and rely on a friend or public transit. Others rely on grocery delivery for their needs. And, many live in rural areas far from town, so a trip to a grocery store is an infrequent event involving a long drive.This map from Esri shows which areas are within a ten minute walk or ten minute drive of a grocery store in the United States and Puerto Rico. Darker color indicates access to more stores. The chart shows how many people can walk to a grocery store if they wanted to or needed to.It is estimated that 20% of U.S. population live within a 10 minute walk of a grocery store, and 92% of the population live within a 10 minute drive of a grocery store.Look up your city to see how the numbers change as you move around the map. Or, draw a neighborhood boundary on the map to get numbers for that area.Every census block is scored with a count of walkable and drivable stores nearby, making this a map suitable for a dashboard for any city, or any of the 50 states, DC and Puerto Rico. Two colorful layers visualize this definition of access, one for walkable access (suitable for looking at a city neighborhood by neighborhood) and one for drivable access (suitable for looking across a city, county, region or state).On the walkable layer, shades of green define areas within a ten minute walk of one or more grocery stores. The colors become more intense and trend to a blue-green color for the busiest neighborhoods, such as downtown San Francisco. As you zoom in, a layer of Census block points visualizes the local population with or without walkable access.As you zoom out to see the entire city, the map adds a light blue - to dark blue layer, showing which parts of the region fall within ten minutes' drive of one or more grocery stores. As a result, the map is useful at all scales, from national to regional, state and local levels. It becomes easier to spot grocery stores that sit within a highly populated area, and grocery stores that sit in a shopping center far away from populated areas. This view of a city begins to hint at the question: how many people have each type of access to grocery stores? And, what if they are unable to walk a mile regularly, or don't own a car?How to Use This MapUse this map to introduce the concepts of access to grocery stores in your city or town. This is the kind of map where people will want to look up their home or work address to validate what the map is saying.The map was built with that use in mind. Many maps of access use straight-line, as-the-crow-flies distance, which ignores real-world barriers to walkability like rivers, lakes, interstates and other characteristics of the built environment. Block analysis using a network data set and Origin-Destination analysis factors these barriers in, resulting in a more realistic depiction of access.There is data behind the map, which can be summarized to show how many people have walkable access to local grocery stores. The map includes a feature layer of population in Census block points, which are visible when you zoom in far enough. This feature layer can be plugged into an app like this one that summarizes the population with/without walkable or drivable access.Lastly, this map can serve as backdrop to other community resources, like food banks, farmers markets (example), and transit (example). Add a transit layer to immediately gauge its impact on the population's grocery access. You can also use this map to see how it relates to communities of concern. Add a layer of any block group or tract demographics, such as Percent Senior Population (examples), or Percent of Households with Access to 0 Vehicles (examples).The map is a useful visual and analytic resource for helping community leaders, business and government leaders see their town from the perspective of its residents, and begin asking questions about how their community could be improved.Data sourcesPopulation data is from the 2010 U.S. Census blocks. Each census block has a count of stores within a 10 minute walk, and a count of stores within a ten minute drive. Census blocks known to be unpopulated are given a score of 0. The layer is available as a hosted feature layer.Grocery store locations are from SafeGraph, reflecting what was in the data as of October 2020. Access to the layer was obtained from the SafeGraph offering in ArcGIS Marketplace. For this project, ArcGIS StreetMap Premium was used for the street network in the origin-destination analysis work, because it already has the necessary attributes on each street segment to identify which streets are considered walkable, and supports a wide variety of driving parameters.The walkable access layer and drivable access layers are rasters, whose colors were chosen to allow the drivable access layer to serve as backdrop to the walkable access layer. Alternative versions of these layers are available. These pairs use different colors but are otherwise identical in content.Data PreparationArcGIS Network Analyst was used to set up a network street layer for analysis. ArcGIS StreetMap Premium was installed to a local hard drive and selected in the Origin-Destination workflow as the network data source. This allows the origins (Census block centroids) and destinations (SafeGraph grocery stores) to be connected to that network, to allow origin-destination analysis.The Census blocks layer contains the centroid of each Census block. The data allows a simple popup to be created. This layer's block figures can be summarized further, to tract, county and state levels.The SafeGraph grocery store locations were created by querying the SafeGraph source layer based on primary NAICS code. After connecting to the layer in ArcGIS Pro, a definition query was set to only show records with NAICS code 445110 as an initial screening. The layer was exported to a local disk drive for further definition query refinement, to eliminate any records that were obviously not grocery stores. The final layer used in the analysis had approximately 53,600 records. In this map, this layer is included as a vector tile layer.MethodologyEvery census block in the U.S. was assigned two access scores, whose numbers are simply how many grocery stores are within a 10 minute walk and a 10 minute drive of that census block. Every census block has a score of 0 (no stores), 1, 2 or more stores. The count of accessible stores was determined using Origin-Destination Analysis in ArcGIS Network Analyst, in ArcGIS Pro. A set of Tools in this ArcGIS Pro package allow a similar analysis to be conducted for any city or other area. The Tools step through the data prep and analysis steps. Download the Pro package, open it and substitute your own layers for Origins and Destinations. Parcel centroids are a suggested option for Origins, for example. Origin-Destination analysis was configured, using ArcGIS StreetMap Premium as the network data source. Census block centroids with population greater than zero were used as the Origins, and grocery store locations were used as the Destinations. A cutoff of 10 minutes was used with the Walk Time option. Only one restriction was applied to the street network: Walkable, which means Interstates and other non-walkable street segments were treated appropriately. You see the results in the map: wherever freeway overpasses and underpasses are present near a grocery store, the walkable area extends across/through that pass, but not along the freeway.A cutoff of 10 minutes was used with the Drive Time option. The default restrictions were applied to the street network, which means a typical vehicle's access to all types of roads was factored in.The results for each analysis were captured in the Lines layer, which shows which origins are within the cutoff of each destination over the street network, given the assumptions about that network (walking, or driving a vehicle).The Lines layer was then summarized by census block ID to capture the Maximum value of the Destination_Rank field. A census block within 10 minutes of 3 stores would have 3 records in the Lines layer, but only one value in the summarized table, with a MAX_Destination_Rank field value of 3. This is the number of stores accessible to that census block in the 10 minutes measured, for walking and driving. These data were joined to the block centroids layer and given unique names. At this point, all blocks with zero population or null values in the MAX_Destination_Rank fields were given a store count of 0, to help the next step.Walkable and Drivable areas are calculated into a raster layer, using Nearest Neighbor geoprocessing tool on the count of stores within a 10 minute walk, and a count of stores within a ten minute drive, respectively. This tool uses a 200 meter grid and interpolates the values between each census block. A census tracts layer containing all water polygons "erased" from the census tract boundaries was used as an environment setting, to help constrain interpolation into/across bodies of water. The same layer use used to "shoreline" the Nearest Neighbor results, to eliminate any interpolation into the ocean or Great Lakes. This helped but was not perfect.Notes and LimitationsThe map provides a baseline for discussing access to grocery stores in a city. It does not presume local population has the desire or means to walk or drive to obtain groceries. It does not take elevation gain or loss into account. It does not factor time of day nor weather, seasons, or other variables that affect a