*3.4. Accessibility Analysis*

Given the various forms of transport, this article focuses on three frequently used travel modes: walking, cycling, and driving. The accessibility of 5-min, 15-min, and 30-min scenarios are calculated to provide a reference for inhabitants to choose their daily leisure travel mode. The mean and standard deviation of the accessibility level of each residential area for various means of transport are shown in Table 3. In the walking mode, the mean value of accessibility increases from 0.3 to 0.66 as travel time increases, and the reachable area continues to expand. In the cycling mode, the largest mean value is 0.92 in the 5-min scenario, and the SD steadily reduces from 5.60 to 0.76, demonstrating that riding is more convenient in the 5-min scenario, but the degree of convenience differs significantly across different residential communities. The mean value of residential community accessibility in driving mode is directly proportional to time, while the standard deviation is inversely proportional. When comparing the three modes of transport in a 30-min scenario, SD is the smallest at 1.99, 0.76, and 0.47. This demonstrates that as time passes, the accessibility gap between streets become smaller.


**Table 3.** Mean and standard deviation of accessibility level of residential area under different travelmodes.

In order to compare the results from a spatial perspective, this study employs the kriging method for global analysis and categorizes the reachable areas according to the nature break to indicate the accessibility (Figure 4). Under three travel modes, the accessibility area of space expands with the growth of time. In walking mode, the area exhibits a point discrete distribution in 5-min scenario. These neighborhoods are centered along the Ring Road, near the Tang City Wall Heritage Park, and in the Qujiang neighborhood. Due to the large area of the Daming Palace, this region is inaccessible in a 15-min scenario. While in

30-min scenario, it becomes highly accessible. Under the 30-min scenario, the accessibility of most places remains 0, indicating that some residential communities are unable to use city parks effectively within 30-min. Since 18:00 is the evening rush hour in Xi'an, there may be traffic jams, and some roads sections cannot be driven when traveling by car. As a result, the riding reachable range is greater than the driving in the 5-min scenario. When the reach of the three modes of travel is compared, it is observed that walking accessibility can basically cover the area within the ring road during a 15-min scenario, while cycling and driving can effectively cover almost the entire area within the ring expressway.

**Figure 4.** Spatial distribution of accessibility of three travel modes under different time thresholds.

Under the travel threshold of 5-min, the high value of accessibility is distributed around the ring road in walking mode. This is because Xi'an Park around city is situated along the city walls, which it is convenient and attractive to local inhabitants, transforming it into a favorable leisure and entertainment destination. High values of cycling and driving accessibility appear near Qujiang district. In recent years, Qujiang District has emphasized the development of cultural and tourism industries, resulting in the establishment of numerous parks with characteristics. These parks have comprehensive surrounding infrastructure, convenient transportation, thus strong attraction for residents. In addition, because the Qujiang District is predominantly a villa district with a small population, it is a high value area. From a 5-min to 30-min scenario, the high values of walking and driving accessibility have shifted from south to north, and the areas of Daming Palace Heritage Park and Baqiao Ecological Wetland Park have developed into new high-value center. Access to high values is evenly distributed in cycling modes, but as the time threshold increases, high-value gathering spots arise around the Third Ring Road's side. This is

because there are numerous comprehensive parks on the east of the East Third Ring Road, and the populations in this area which means that demand is low. On the whole, the overall accessibility level within the Ring Expressway is reasonably good. Nonetheless, the southwest area is a low-value area. In comparison, riding accessibility is best in the 15-min scenario.

#### *3.5. Spatial Equity Analysis*

Accessibility is merely a spatial manifestation of the allocation of public service resources, while scholars and policy makers focus on the underlying spatial equity [39]. The degree of curvature of the Lorenz curve can indicate the equity of resource allocation. Figure 4 demonstrates the inequitable distribution of urban park resources (Figure 5). A total of 10% of the population enjoys only 0.2% of urban park resources, whereas 20% enjoy 1.04%.

**Figure 5.** Lorentz curve of urban park resource allocation.

In order to investigate the spatial differentiation of equity of urban park resources allocation, this study calculates the location quotient of each street and categorizes the results into six groups (Figure 6, Table 4). In terms of the loop line, the most equitable route is located around the ring road. Additionally, there is significant disparity in the distribution of urban park resources between the second ring road and the third ring road. There are 16 streets that lack park distribution, which means that residents must cross roadways to use parks on daily basis. Due to the scarcity and small size of the parks, there are 16 streets with location quotient less than 0.2. The location quotient of 15 streets is above average. The greatest location quotient is in Baqiao Street which is ascribed to the street's national AAAA-level tourism attraction, Chanba National Wetland Park. Areas with large parks allow for high levels of urban park resource allocation per capita.

**Figure 6.** Street location quotient classification map.


**Table 4.** Street location quotient level table.

#### **4. Discussion**
