Space Syntax Analysis of Spatial Segregation Impacted by Tramway Route Developments in the Eastern Part of Setif city, Algeria

Space Syntax Analysis of Spatial Segregation Impacted by Tramway Route Developments in the Eastern Part of Setif city, Algeria | Research Square window.SnipcartSettings = { analytics: { enabled: false } }; (function() { var accessVector = localStorage.getItem('access_vector') || ''; window.dataLayer = window.dataLayer || []; if (accessVector) { window.dataLayer.push({ user: { profile: { profileInfo: { snid: accessVector } } } }); } })(); (function(w,d,s,l,i){w[l]=w[l]||[];w[l].push({'gtm.start':new Date().getTime(),event:'gtm.js'});var f=d.getElementsByTagName(s)[0],j=d.createElement(s),dl=l!='dataLayer'?'&l='+l:'';j.async=true;j.src='https://www.googletagmanager.com/gtm.js?id='+i+dl;f.parentNode.insertBefore(j,f);})(window,document,'script','dataLayer','GTM-K279D39R'); Browse Preprints In Review Journals COVID-19 Preprints AJE Video Bytes Research Tools Research Promotion AJE Professional Editing AJE Rubriq About Preprint Platform In Review Editorial Policies Our Team Advisory Board Help Center Sign In Submit a Preprint Cite Share Download PDF Research Article Space Syntax Analysis of Spatial Segregation Impacted by Tramway Route Developments in the Eastern Part of Setif city, Algeria Leila RAHMANI-KELKOUL, Wiem Zerouati, Abdelmalek Farouk Tedjari This is a preprint; it has not been peer reviewed by a journal. https://doi.org/ 10.21203/rs.3.rs-7920332/v1 This work is licensed under a CC BY 4.0 License Status: Posted Version 1 posted You are reading this latest preprint version Abstract Tramway development in Algerian cities aligns with sustainability principles promoting equity and accessibility. However, traffic congestion and resident discontent in Setif's eastern tramway corridor suggest spatial segregation. This study tests this hypothesis using space syntax analysis (DepthMap X) and gate counting. Results confirm segregation through converging evidence: the closed ENT1 entrance possessed superior configurational characteristics Integration HH (2.272 vs. 1.719), Connectivity (14 vs. 7 segments), Choice (8144 vs. 438), and Mean Depth (3.565 vs. 4.320), compared to the remaining ENT2 entrance, creating an 18-fold capacity deficit. ENT1's Choice decline from 8144 to 4791 represents 41% movement capacity reduction. Gate counting validated predictions: 71.17% of westbound traffic (1346 of 1891 vehicles) and 57.64% of eastbound traffic (1346 of 2335 vehicles) concentrate through ENT2, with correlated flows (r = 0.69) and 60 + second delays during peaks. Closing a high-integration, high-connectivity entrance while forcing traffic through a low-capacity alternative created systematic accessibility disadvantages, constituting spatial segregation through differential access difficulty despite maintained global integration. This contradicts sustainable development principles requiring spatial equity. The study demonstrates space syntax's predictive capacity for infrastructure impact assessment, providing methodological guidance for Algerian cities implementing tramways. Future transport planning must integrate configurational analysis to prevent similar outcomes, ensuring sustainable mobility enhances rather than undermines equitable neighborhood accessibility. spatial segregation sustainable transport planning space syntax methodology tramway infrastructure impacts accessibility equity configurational analysis Figures Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 1 Introduction Sustainable transport infrastructure, particularly tramway systems, plays a critical role in contemporary urban planning by enhancing accessibility, reducing environmental impacts, and promoting social equity (Pietrzak & Pietrzak, 2022 ). Among intra-urban public transport modes, tramways have emerged as particularly promising due to their environmental benefits, operational efficiency, and capacity to manage substantial passenger flows (Alpkokin et al., 2016 ; Pietrzak & Pietrzak, 2022 ; Żochowska et al., 2021 ). When powered by renewable electricity, tramways produce zero greenhouse gas emissions, contribute to urban beautification through integrated green infrastructure (Moreno et al., 2015 ; Savchuk & Nahornyi, 2020 ), and facilitate efficient management of large passenger volumes (Damayanti et al., 2015 ; Fang & Zeng, 2015 ; Khelf & Boukebbab, 2018). Their implementation aligns with sustainable development frameworks advocated by international organizations and adopted by Algeria in its national sustainability strategy (Aoudia, 2023 ). Despite these advantages, comprehensive assessment of tramway systems remains an evolving field (Pronello, 2019 ). Recent research has evaluated service efficiency (Xing et al., 2022 ; Cano et al., 2021 ), safety (Guerrieri, 2019 ; Tzouras et al., 2020 ; Jamroz et al., 2021 ), and route quality (Fedujwar & Agarwal, 2025 ), yet gaps persist in understanding their broader urban impacts. Tramway routes fundamentally influence urban morphology, with modifications producing substantial configurational effects (Méndez-Manjón & Plasencia-Lozano, 2025 ). Understanding how transport infrastructure shapes urban accessibility requires multi-dimensional analysis (Lee et al., 2017 ; Stead & Marshall, 2001 ). Recent work emphasizes approaches that balance multiple sustainability objectives while accounting for spatial configuration effects (Ferehoun et al., 2023 ). The relationship between transport infrastructure and urban form proves particularly significant when new systems are introduced into existing urban fabrics, potentially creating discontinuities that alter established movement patterns (Stojanovski, 2019 ; Pietrzak & Pietrzak, 2022 ). In Setif, Djouani et al. ( 2022 ) employed the Analytic Hierarchy Process (AHP) with Geographic Information Systems (GIS) to evaluate the tramway's route effectiveness across six criteria. Their findings revealed significant limitations: only 0.34% of the urban area fell within the optimal service zone, while 86.18% remained poorly served. This assessment provides crucial context for understanding the tramway's relationship to the eastern districts examined in this study. The relationship between transport infrastructure and urban spatial segregation represents a critical research area. Recent scholarship using multilayered network approaches demonstrates that transport systems can either mitigate or exacerbate socio-spatial inequalities depending on their configuration (Neira et al., 2024 ; Aleta et al., 2017 ; Liao et al., 2025 ). Research utilizing random walk methodologies on multilayered transport networks shows that tram systems hold potential for enhancing connectivity across socio-economic divides, though this requires strategic reorganization of existing services and prioritization of infrastructure in underserved areas (Neira et al., 2024 ). However, transport network expansion does not universally enhance opportunities, as immediate accessibility benefits can be undermined by long-term spatial changes that disproportionately affect deprived areas (Lee et al., 2020 ). Research on spatial segregation in Algeria has documented various manifestations of this phenomenon. Studies have examined socio-spatial segregation patterns in Biskra (Nadia, 2020 ) and analysed spatial configuration in Setif's informal neighbourhoods, providing relevant local context (Ali Khodja, 2022 ). These studies demonstrate that spatial segregation in Algerian cities involves complex interacting mechanisms requiring detailed spatial examination. Space syntax, a socio-spatial theory examining relationships between spatial configurations and social meanings, provides distinctive analytical tools grounded in mathematical formulations (Hillier & Hanson, 1984 ). The methodology has demonstrated robust capabilities for objectively measuring cities' physical and spatial attributes in relation to human activity patterns, with applications spanning burglary-housing relationships, museum visitor movements, and socio-spatial segregation analysis (Vaughan, 2007 ; van Nes & Yamu, 2021c ). Recent advances demonstrate space syntax's capacity to assess social equity through socio-spatial dimensions. Garau et al. (2025) developed a framework linking space syntax analysis with social equity indicators, arguing that spatial configuration metrics provide diagnostic tools for identifying spatial inequality and guiding equitable urban development. Space syntax applications in data-scarce contexts prove particularly relevant for developing country research. A study in Guatemalan cities demonstrated that space syntax metrics consistently reflect accessibility conditions previously measurable only through data-intensive location-based methods (Morales et al., 2019 ). This finding holds significant implications for contexts like Algeria, where comprehensive urban data may be limited. The study revealed that space syntax metrics at various radii correlate with location-based access to land uses, offering an important complement to geographical accessibility measures. Land use and transport planning integration has emerged as critical for sustainable urban development. Research has established empirical relationships between land use types and transport accessibility, demonstrating that accessibility patterns show strong positive spatial autocorrelation and significant associations with land use (Wang et al., 2019 ). Residential and commercial areas concentrate in high-accessibility clusters, while industrial areas and open spaces Favor clusters with adequate driving accessibility. These findings highlight the necessity of multi-scale spatial configuration analysis when evaluating transport infrastructure impacts. Space syntax has found increasing application in Algerian urban studies, providing crucial context for this research. In Setif, researchers employed space syntax to reveal structural qualities of urban space through spatial representation and intelligibility analysis, demonstrating the methodology's capacity to inform understanding of the city's configurational characteristics (Kelkoul & Chougui, 2022 ). Complementary research investigated inhabitants' perceptions of urban space quality from neighbourhood to city scale (Rahmani Kelkoul & Chougui, 2019 ) and examined urban space quality as affected by housing-city relationships (Rahmani Kelkoul, 2023). These studies provide comprehensive understanding of Setif's urban spatial dynamics. Beyond Setif, applications in Constantine's historic core have demonstrated space syntax's capacity to reveal how spatial configuration shapes accessibility patterns to cultural and historical sites (Bakiri & Debache-Benzagouta, 2023 ). Collectively, these studies establish the methodology's utility for understanding urban transformations across diverse Algerian contexts. 1.1 Research Gap and Study Contribution Despite extensive literature on sustainable transport infrastructure and space syntax methodology, significant gaps remain in understanding how tramway route developments impact spatial segregation patterns, particularly in developing country contexts and at the neighbourhood scale. While Djouani et al.'s ( 2022 ) assessment of Setif's tramway route provides valuable city-scale insights, their analysis does not address the local spatial configuration that defines the route's actual passage through different neighbourhoods. Moreover, their focus on distance-based accessibility measures overlooks the socio-spatial interaction dimensions that space syntax methodology explicitly addresses. This research addresses these gaps by employing space syntax analysis at the local scale to examine how specific modifications accompanying tramway route implementation, particularly street closures and access restrictions, impact spatial integration and segregation patterns. The study's comparative before-and-after analytical approach, validated through gate counting observations, provides empirical evidence for understanding tramway infrastructure's nuanced effects on neighbourhood accessibility and urban spatial justice. Furthermore, this research contributes to the growing corpus of space syntax applications in Algerian urban contexts, building upon foundational work to demonstrate the methodology's utility for informing evidence-based transport planning decisions that balance sustainability objectives with spatial equity considerations (Kelkoul & Chougui, 2022 ; Rahmani Kelkoul, 2023). 2 Methodology This study employed syntactic analysis through Depth Map X software, followed by field-based vehicle traffic counts. Base maps were prepared using ArcGIS On line's ArcMap software to represent both pre-intervention conditions and the current situation. These maps were converted to DXF format for import into Depth Map X. Axial map analysis for each period generated the Fewest Line representation, enabling calculation of the syntactic measures discussed below. The resulting visualizations use a colour gradient from blue (lowest values) to red (highest values). 2.1 Spatial Segregation in Space Syntax Theory Within space syntax theoretical frameworks, segregation represents an intrinsically spatial characteristic that may or may not correspond to social segregation depending on specific contextual factors (Vaughan, 2007 ). This distinction proves critical for understanding infrastructure-induced spatial segregation, which manifests through restricted physical accessibility rather than necessarily reflecting social or economic discrimination. Research by Araba and Mazouz ( 2018 ) in Algerian spontaneous neighbourhoods employed integration and connectivity measures at the neighbourhood scale to quantify spatial segregation, demonstrating the methodology's applicability in North African urban contexts. Their study of the Maïtar neighbourhood in Bou-Saâda verified integration patterns using syntactic analysis, providing methodological precedent for the present investigation. 2.2 Integration Integration constitutes a fundamental static global measure describing the average depth of a space relative to all other spaces within the system, enabling the ranking of spaces from most integrated to most segregated (van Nes & Yamu, 2021a ). The integration value has been empirically validated as a principal indicator of movement in cities, particularly for "to-movement" patterns (Hillier, 1996 ). 2.3 Connectivity Complementary to integration, connectivity represents a local measurement quantifying how many segments or spaces directly connect to a given space, with high connectivity indicating direct accessibility from numerous other spaces (van Nes & Yamu, 2021a ). 2.4 Choice Choice constitutes a dynamic global measure of "flow" through a space, with strong choice values indicating that numerous shortest paths connecting all system spaces pass through the segment (van Nes & Yamu, 2021a ). This measure has proven particularly valuable for identifying routes most likely to be selected for movement, as demonstrated in studies of tourist route identification in Algerian historic cities (Bakiri and Debache-Benzagouta, 2023 ) 2.5 Mean Depth Mean Depth corresponds to the average distances (or "steps") required to reach all other spaces in the system, with shallower depths indicating more central (integrated) spaces and deeper values suggesting isolated (segregated) spaces (van Nes & Yamu, 2021a ). 2.6 Validation through Gate Counting Gate counting methodology provides critical validation for syntactic analysis results through systematic observation and enumeration of movement patterns. This technique involves counting at gates for various transport modes and pedestrians, utilizing observers positioned on virtual lines delimiting observation areas, with counts conducted during specific time frames across multiple daily periods (van Nes & Yamu, 2021b ). Recent methodological advances in gate counting have emphasized the importance of appropriate observer placement, adequate observation duration, and consideration of temporal variations in movement patterns (Hacar et al., 2020 ). Field observations took place on 18 May 2025. Six observers were stationed at predetermined counting gates across the study area (Fig. 2 ). Vehicle counts were recorded at 10-minute intervals from 7:50 a.m. to 8:00 p.m., with data collected on standardized A4 recording sheets. One observer additionally measured vehicle entry time into the residential areas. The collected data were processed using Excel to generate graphical representations, and Pearson's correlation coefficients were calculated to assess relationships between variables. 3 Result The study area encompasses several residential neighbourhoods in eastern Setif, positioned along the tramway corridor that traverses the city from west to east (Fig. 3 ). This sector is characterized by mixed-use development including residential zones, educational facilities, commercial activities, and infrastructure corridors (Premier November Road as the primary east-west arterial). The spatial analysis reveals that this eastern sector functions as a critical junction point where local neighbourhood access intersects with regional traffic flows. The tramway line, running parallel to Premier November Road, creates a physical barrier that fundamentally altered the previous street connectivity patterns (Fig. 3 ). In terms of neighbourhood access, three distinct temporal phases have been documented. Before tramway construction (2013), the area was served by two primary vehicular entrances. Entrance 1 (ENT1) provided direct access from Premier November Road into the Pins and Cooperative neighbourhoods through a main collector street. Entrance 2 (ENT2) offered secondary access serving the same neighbourhoods from a different approach angle. Both entrances functioned as part of an interconnected local street network. During construction (2017–2018), the implementation of the tramway route necessitated infrastructure modifications including track installation, platform construction, and safety barrier placement. Currently (2025), ENT1 has been completely closed to vehicular traffic through physical barriers (shown by the closed street symbol), forcing all mechanical access through the single remaining entrance ENT2. Additionally, a continuous wall was constructed along portions of the tramway corridor, eliminating several minor access points that previously connected local streets to the main arterial (Fig. 4 ). The syntactic analysis employed four complementary measures to assess the topological relationship between the study area and the broader urban system, as well as local-scale accessibility changes. Each measure captures different aspects of spatial configuration, providing a multi-dimensional understanding of how the tramway-related modifications affected neighbourhood connectivity. 3.1 All Line Analysis The All Line Analysis for both temporal conditions, visualizes the integration structure of the entire eastern sector within the citywide street network (Fig. 5 ). The colour gradient (blue to red representing low to high integration values) reveals the hierarchy of spatial centrality. For pre-modification condition, the analysis generated 1,234 axial lines representing the complete street network. The integration core (areas shown in yellow to red) concentrated along Premier November Road and extended into the neighbourhood through ENT1, indicating that this entrance functioned as part of the spatially integrated network. The attribute table shows maximum integration values reaching 2.523, with mean integration of 1.342 across the system (Table 1 ). Currently, the reconfigured network comprises 1,189 axial lines, reflecting the closure of ENT1 and associated local streets. While Premier November Road maintains high integration (shown in yellow-red), the penetration of integration into the neighbourhoods has diminished. Maximum integration decreased to 2.370, with mean integration dropping to 1.298. This reduction indicates that the study area has become relatively less central within the overall urban configuration. 3.2 Integration HH Before modification integration, ENT1 displayed an Integration HH value of 2.272 (shown in green-yellow on the map), positioning it within the well-integrated range of the street network. This value indicates that ENT1 required relatively few topological steps to reach all other streets in the system, making it easily accessible from multiple urban locations. ENT2 registered a lower Integration HH of 1.543 (shown in blue-green), indicating deeper topological depth and consequently lower accessibility from the broader urban system. The system maximum reached 2.523 along Premier November Road, establishing the baseline for highly integrated streets in this sector (Fig. 6 ). Current Integration HH values indicate that ENT1's integration decreased to 2.167, representing a 4.6% reduction in centrality despite remaining physically open for pedestrian access. This decline reflects its disconnection from the vehicular network and loss of through-movement potential. On the other hand, ENT2's integration improved marginally to 1.719 (an 11.4% increase), likely resulting from its new status as the sole vehicular entrance, which increased its topological importance within the modified network configuration. The system maximum decreased to 2.370, suggesting an overall reduction in network integration efficiency following the modifications. 3.3 Connectivity The pre-modification connectivity pattern reveals that ENT1 exhibited connectivity of 14, meaning it directly intersected with 14 other street segments. This high connectivity reflects its position as a well-connected collector street with multiple branching options for vehicles entering the neighbourhoods. ENT2 showed connectivity of 9, indicating fewer direct connections and consequently more limited route distribution possibilities once vehicles entered through this access point. The maximum connectivity in the system reached 30 along Premier November Road, where multiple intersections create a highly permeable network zone (Fig. 7 ). The current connectivity pattern indicates ENT1's connectivity increased to 15 due to the addition of a small connecting street between Tbinet and Pins neighbourhoods (visible in Fig. 4 , lower panel). However, this increase is functionally meaningless for vehicular access since ENT1 is closed to motor traffic. ENT2's connectivity decreased to 7, losing two direct connections due to wall construction along the tramway corridor that eliminated minor street linkages. System maximum connectivity rose slightly to 32, reflecting minor network additions elsewhere in the study area. 3.4 Choice Figure 8 presents the most revealing measure. Pre-modification choice values indicate that ENT1 registered a choice value of 8144, identifying it as a highly utilized through-route. This exceptionally high value indicates that ENT1 appeared on shortest paths for numerous origin-destination pairs, serving both neighborhood access and through-movement functions. ENT2 showed a choice value of only 229, more than 35 times lower than ENT1. This value identifies ENT2 as primarily a local access street with minimal through-movement function. Maximum choice in the system reached 41,830 along the most trafficked segment of Premier November Road. Current values indicate that ENT1's choice plummeted to 4,791, representing a 41.2% reduction. While this decrease reflects its closure to vehicular traffic, the remaining value indicates it would still serve important routing functions if reopened. ENT2's choice nearly doubled to 438 (a 91.3% increase), reflecting its new role as the sole vehicular entrance. However, this value remains dramatically lower than ENT1's pre-modification choice, indicating ENT2's configurational unsuitability as the primary access route. System maximum choice decreased substantially to 16377 (a 60.8% reduction), suggesting that the network modifications have significantly reduced the efficiency of shortest-path routing throughout the study area. 3.5 Mean Depth In the Pre-modification phase, ENT1 exhibited mean depth of 3.565 steps, positioning it as relatively close topologically to the broader urban system. This shallowness facilitated easy approach from multiple urban locations. ENT2 showed mean depth of 4.778 steps, approximately 34% deeper than ENT1. This greater depth indicates that reaching ENT2 required navigating more directional changes, making it less intuitive and accessible. The minimum mean depth in the system was 7.368 steps, representing the most segregated portions of the street network. Post-modification, ENT1's mean depth increased slightly to 3.633 steps (a 1.9% increase), maintaining its relatively shallow position but showing minor deepening due to its removal from the active vehicular network. ENT2's mean depth improved to 4.320 steps (a 9.6% decrease), reflecting its enhanced topological importance as the sole access route. However, it remains significantly deeper than ENT1. The system's deepest locations increased to 9.986 steps, indicating that certain areas have become substantially more segregated following the modifications (Fig. 9 ). 3.6 Synthesis of Syntactic Findings Table 1 A synthesis of all syntactic measures for direct comparison Measure Period ENT1 ENT2 System Max Integration HH Before 2.272 1.543 2.523 Current 2.167 1.719 2.370 Change -4.6% + 11.4% -6.1% Connectivity Before 14 9 30 Current 15 7 32 Change + 7.1% -22.2% + 6.7% Choice Before 8144 229 41830 Current 4791 438 16377 Change -41.2% + 91.3% -60.8% Mean Depth Before 3.565 4.778 7.368 Current 3.633 4.320 9.986 Change + 1.9% -9.6% + 35.5% According to syntactic analysis, ENT1 consistently outperformed ENT2 across all measures in both temporal conditions, exhibiting superior integration, connectivity, choice potential, and topological shallowness. The infrastructure modifications that closed ENT1 and concentrated all vehicular access through ENT2 have created a configurational bottleneck, establishing the spatial conditions for segregation. 3.7 Gate Counting To validate the syntactic predictions with real-world traffic behaviour, systematic vehicle counting was conducted on May 18, 2025, at six strategically positioned observation gates. The counting protocol captured vehicle movements at 10-minute intervals from 7:50 AM to 8:00 PM, providing a complete daily profile of traffic dynamics. Figure 10 presents traffic volumes recorded throughout the day at the observation gates, revealing distinct patterns of movement intensity and temporal variation. Five traffic flow lines are visible: Gate 1 (ENT2 entrance, orange line) shows the highest volumes, peaking at approximately 235 vehicles during midday periods; Gate 2 (ENT2 exit, blue line) displays the second-highest volumes with peaks around 200–210 vehicles during afternoon hours; Gates 3 and 4 (grey and yellow lines) show moderate volumes of 100–180 vehicles representing internal circulation toward the city centre and eastern suburbs respectively; while the fifth gate shows lower comparative volumes focused on timing measurements. Traffic volumes demonstrate clear diurnal rhythms with three distinct peaks: morning (7:50 − 9:00 AM) dominated by inbound commuter traffic, midday (12:40 − 1:40 PM) reflecting lunch-hour and school-related movements, and evening (4:40 − 6:00 PM) characterized by return commuting and commercial activity. The comparative analysis of Westbound traffic (toward city centre) reveals that 71.17% of westbound traffic on Premier November Road (1,346 of 1,891 vehicles) passes through the single ENT2 access point. This finding indicates that more than seven out of every ten vehicles traveling on the main arterial road toward the city centre must navigate through the single neighbourhood entrance, either accessing local destinations or using neighbourhood streets as alternate routes. Similarly, 57.64% of eastbound traffic on Premier November Road (1,346 of 2,335 vehicles) heading toward Constantine/El Eulma interacts with the ENT2 access point. Hence, the study area serves not only local access functions but also accommodates regional through-traffic seeking alternatives to the main arterial, particularly during congested periods (Fig. 11 ). Correlation analysis reveals strong positive relationships between Premier November Road traffic and gate flows, with r = 0.78 for westbound and r = 0.60 for eastbound traffic, confirming the interconnected nature of arterial and local circulation patterns. These correlation coefficients confirm that as regional traffic volume increases on Premier November Road, proportional increases occur at the neighbourhood access point, demonstrating the interconnected nature of arterial and local circulation patterns and the inability of the single access point to function independently of regional traffic fluctuations. The relationship between inbound and outbound flows at Gates 1 and 2 reveals a strong correlation (r = 0.69, p < 0.01) between these movements, with peak volumes reaching 95–98 vehicles inbound and 82–87 vehicles outbound per 10-minute period. This synchronization indicates that peak inbound and outbound movements coincide temporally, creating conflicting traffic streams at the single access point where vehicles entering and exiting must negotiate through the same narrow corridor simultaneously. 4 Discussion The combined syntactic and empirical analyses confirm the spatial segregation hypothesis: tramway-related infrastructure modifications created differential accessibility in eastern Setif neighbourhoods. Despite maintaining strong citywide integration (Integration HH declining only 6.1% from 2.523 to 2.370), local-scale analysis reveals critical configurational deterioration that fundamentally altered neighbourhood access patterns. The eastern sector retains high integration, explaining why 71.17% of westbound and 57.64% of eastbound Premier November Road traffic passes through the study area. This sustained integration supports continued mixed-use establishment, aligning with Hillier's (1996) theory that integration predicts movement potential and attracts land uses. However, this global stability masks severe local deterioration, demonstrating the multi-scalar nature of spatial configuration central to space syntax methodology (Hillier & Hanson, 1984 ; van Nes & Yamu, 2021). The fundamental problem is access hierarchy inversion: ENT1 consistently outperformed ENT2 across all measures (Integration HH: 2.272 vs. 1.543; Connectivity: 14 vs. 9; Choice: 8,144 vs. 229; Mean Depth: 3.565 vs. 4.778), yet modifications closed the superior entrance and concentrated access through the inferior one. This 35-fold Choice advantage of ENT1 indicates it naturally accommodated 97% of through-traffic; forcing this flow through ENT2 created an 18-fold capacity deficit. Bakiri & Debache-Benzagouta ( 2023 ) demonstrated that high Choice values identify naturally selected routes; closing ENT1 violated this configurational logic. Gate counting validated syntactic predictions: 60 + second delays at ENT2, simultaneous bidirectional peaks (r = 0.69), and one vehicle every 3.3 seconds during peak periods demonstrate real accessibility impediments. This finding diverges from Djouani et al.'s ( 2022 ) AHP-GIS evaluation classifying the eastern sector as "moderately effective" based on 500-1000m tramway proximity. Our configurational analysis reveals substantial internal variation within this zone, as distance metrics alone cannot capture topological accessibility (Hillier & Hanson, 1984 ). The segregation pattern parallels Araba & Mazouz's (2018) study, which used Integration and Connectivity to diagnose spatial segregation. However, their case involved inherent morphological constraints in spontaneous settlements, whereas Setif's segregation resulted from deliberate infrastructure modifications, which is a preventable outcome. This distinction is critical; while morphological segregation may require comprehensive redevelopment, infrastructure-induced segregation can be remedied through design adjustments. This case challenges assumptions that sustainable transport infrastructure inherently produces equitable outcomes. While tramways offer environmental benefits (Pietrzak & Pietrzak, 2022 ; Moreno et al., 2015 ), implementation can create spatial injustices when route planning ignores configurational impacts. The tramway design prioritized rail right-of-way without considering consequences for adjacent neighbourhoods. As Hillier ( 1996 ) termed, "barrier effects" increase topological depth and reduce connectivity despite maintaining proximity. The methodological contribution demonstrates space syntax's predictive capacity: the 41% Choice reduction and concentration of 71% regional traffic through a single inadequate point were predictable through syntactic simulation. Kelkoul & Chougui's (2022) application of space syntax to Setif's urban structure provides precedent for systematic configurational analysis in Algerian cities; extending this approach to infrastructure planning could prevent future segregation outcomes. Conclusively, reopening ENT1 with grade-separated tramway crossing aligns better with configurational logic than incremental improvements to ENT2's inferior topology. Traffic counting captured one day, potentially missing variations, though strong correlations with regional patterns (r = 0.78, r = 0.60) suggest structural robustness. Syntactic analysis considers network topology without land use or socioeconomic factors, though this enables systematic comparison (van Nes & Yamu, 2021). The spatial segregation hypothesis is confirmed: closing the more integrated (HH = 2.272), more connected (14 segments), shallower (MD = 3.565), higher-capacity (Choice = 8,144) entrance while concentrating access through the less integrated (HH = 1.719), less connected (7 segments), deeper (MD = 4.320), lower-capacity (Choice = 438) entrance created segregation conditions empirically validated by 71% traffic concentration, 60 + second delays, and correlated bidirectional peaks (r = 0.69). The eastern neighborhoods maintain global integration but residents experience systematically worse accessibility via longer delays, more complex navigation, reduced route choice, which constitutes spatial segregation as defined by Vaughan ( 2007 ). 5 Conclusion Sustainable urban development requires justice, equity, and social well-being. While tramway development aligns with sustainability principles through environmental benefits and efficient transit, implementation can contradict these values when infrastructure modifications create spatial segregation. This study confirms that tramway-related developments in eastern Setif produced segregation through converging space syntax and empirical evidence. Closing ENT1 and constructing barriers along the tramway corridor altered spatial configuration at global and local scales, concentrating all vehicular access through ENT2. Syntactic analysis revealed ENT1's superior topology: Integration (2.272 vs. 1.719), Connectivity (14 vs. 7 segments), Choice (8,144 vs. 438), and Mean Depth (3.565 vs. 4.320)—a 35-fold movement capacity advantage forced through an 18-fold inferior alternative. Traffic observation validated predictions: 71.17% westbound and 57.64% eastbound regional traffic concentrates through ENT2, with 60 + second delays and simultaneous bidirectional flows (r = 0.69). Had ENT1 remained open, traffic would naturally distribute according to configurational capacity. This spatial injustice contradicts space syntax principles and sustainability commitments. While maintaining global integration (HH = 2.370), residents experience systematic accessibility disadvantages such as longer delays, complex navigation, reduced choice, constituting segregation through differential access difficulty. To prevent recurrence in Algeria and elsewhere, preliminary studies must integrate space syntax simulation, field observation, and resident surveys to predict socio-spatial impacts. When closures are unavoidable, preserve high-integration, high-connectivity access or create equivalent alternatives. Distance-based metrics alone are insufficient—topological relationships reveal accessibility patterns proximity cannot detect. For Algerian cities implementing tramways, this provides methodological guidance: space syntax offers predictive capacity to identify segregation effects before construction. For eastern Setif, reopening ENT1 with grade-separated tramway crossing would restore configurational balance. Sustainable infrastructure requires evaluation through socio-spatial equity outcomes, not only environmental criteria. Algeria's sustainable development goals commitments demand technical modernization serve social justice. Future tramway planning must integrate configurational impact assessment as standard practice, ensuring soft mobility enhances rather than undermines equitable accessibility, as sustainable transport must sustain communities, not segregate them. Declarations Author Contribution All authors contributed to the study conception and design. 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14:35:24","extension":"png","order_by":26,"title":"","display":"","copyAsset":false,"role":"acdc-reference","size":67570,"visible":true,"origin":"","legend":"","description":"","filename":"Onlinefloatimage9.png","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/f783f72a37a48777c6b37d72.png"},{"id":95802163,"identity":"e519a5af-55b7-4fcb-ac9a-2aafe48d2e49","added_by":"auto","created_at":"2025-11-13 08:27:04","extension":"xml","order_by":27,"title":"","display":"","copyAsset":false,"role":"acdc-reference","size":119430,"visible":true,"origin":"","legend":"","description":"","filename":"8e471143a89149c0b82a47e1cd22ef4e1structuring.xml","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/1d3e91ca5d7e8b04650e2444.xml"},{"id":95745163,"identity":"42261f13-6127-4836-9354-a92c94a9b131","added_by":"auto","created_at":"2025-11-12 14:35:24","extension":"html","order_by":28,"title":"","display":"","copyAsset":false,"role":"acdc-reference","size":128774,"visible":true,"origin":"","legend":"","description":"","filename":"earlyproof.html","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/8714097300a3f5af5fc47597.html"},{"id":95745136,"identity":"1cfdd96a-8c67-4bcf-8987-0c93d2db9607","added_by":"auto","created_at":"2025-11-12 14:35:23","extension":"jpeg","order_by":1,"title":"Figure 1","display":"","copyAsset":false,"role":"figure","size":261748,"visible":true,"origin":"","legend":"\u003cp\u003eLocation of the case study in Setif city\u003c/p\u003e","description":"","filename":"image1.jpeg","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/888d307e87882a22d98ed192.jpeg"},{"id":95801503,"identity":"d74635fb-3a16-4bbc-8b91-85e743ef0610","added_by":"auto","created_at":"2025-11-13 08:25:33","extension":"jpeg","order_by":2,"title":"Figure 2","display":"","copyAsset":false,"role":"figure","size":227201,"visible":true,"origin":"","legend":"\u003cp\u003eView of the counting Gates layout (Source: Authors)\u003c/p\u003e","description":"","filename":"image2.jpeg","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/47d17058a4b4dba76c56f61d.jpeg"},{"id":95745139,"identity":"96ffbc5c-370a-45b6-ae77-a194ee80f05e","added_by":"auto","created_at":"2025-11-12 14:35:23","extension":"png","order_by":3,"title":"Figure 3","display":"","copyAsset":false,"role":"figure","size":99950,"visible":true,"origin":"","legend":"\u003cp\u003eMap of the study area processed by the authors with ArcMap software (Google Earth)\u003c/p\u003e","description":"","filename":"image3.png","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/362490e4d2690805957f0b04.png"},{"id":95745145,"identity":"bc1343b0-6835-4871-8619-4ad9d530eea4","added_by":"auto","created_at":"2025-11-12 14:35:23","extension":"jpeg","order_by":4,"title":"Figure 4","display":"","copyAsset":false,"role":"figure","size":349148,"visible":true,"origin":"","legend":"\u003cp\u003eEntrances to the city before and after modification (Source: Authors)\u003c/p\u003e","description":"","filename":"image4.jpeg","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/e3bc64af7c98098f8b4458eb.jpeg"},{"id":95745141,"identity":"32bef0fc-61b3-45f5-a310-63357bb8fb48","added_by":"auto","created_at":"2025-11-12 14:35:23","extension":"png","order_by":5,"title":"Figure 5","display":"","copyAsset":false,"role":"figure","size":700142,"visible":true,"origin":"","legend":"\u003cp\u003eAll line Analysis of the city before modifications and currently (Source: Authors)\u003c/p\u003e","description":"","filename":"image5.png","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/86a123585c19c6bb909bdb35.png"},{"id":95745155,"identity":"af0a2025-91dd-47f7-ace7-d15f876e11f6","added_by":"auto","created_at":"2025-11-12 14:35:24","extension":"png","order_by":6,"title":"Figure 6","display":"","copyAsset":false,"role":"figure","size":422281,"visible":true,"origin":"","legend":"\u003cp\u003eComparative analysis of Integration HH of the city before modifications and currently (Source: Authors)\u003c/p\u003e","description":"","filename":"image6.png","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/abc3293d0837ef96f716eb36.png"},{"id":95745146,"identity":"358e042f-d24e-4a1c-bac6-b6ef04f47398","added_by":"auto","created_at":"2025-11-12 14:35:23","extension":"png","order_by":7,"title":"Figure 7","display":"","copyAsset":false,"role":"figure","size":349831,"visible":true,"origin":"","legend":"\u003cp\u003eComparative analysis of Connectivity of the city before modifications and currently (Source: Authors)\u003c/p\u003e","description":"","filename":"image7.png","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/b27881040233fddaa6b694a6.png"},{"id":95802144,"identity":"a5cf36fe-301d-4ff5-bd80-ce186e433763","added_by":"auto","created_at":"2025-11-13 08:27:02","extension":"png","order_by":8,"title":"Figure 8","display":"","copyAsset":false,"role":"figure","size":401957,"visible":true,"origin":"","legend":"\u003cp\u003eComparative analysis of Choice of the city before modifications and currently (Source: Authors)\u003c/p\u003e","description":"","filename":"image8.png","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/766cba676dbb4092d051287e.png"},{"id":95745150,"identity":"de994740-8216-44f7-9dee-18bdb2febff6","added_by":"auto","created_at":"2025-11-12 14:35:24","extension":"png","order_by":9,"title":"Figure 9","display":"","copyAsset":false,"role":"figure","size":404577,"visible":true,"origin":"","legend":"\u003cp\u003eComparative analysis of Choice of the city before modifications and currently(Source: Authors)\u003c/p\u003e","description":"","filename":"image9.png","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/c428863fc2d64490723a6cb7.png"},{"id":95745154,"identity":"3b2a8b4c-d7cd-4499-8482-159e918545a2","added_by":"auto","created_at":"2025-11-12 14:35:24","extension":"png","order_by":10,"title":"Figure 10","display":"","copyAsset":false,"role":"figure","size":192240,"visible":true,"origin":"","legend":"\u003cp\u003eCounting vehicles at different Gates\u003c/p\u003e","description":"","filename":"image10.png","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/2c8b24d7183c2aa5e4c04b4d.png"},{"id":95802164,"identity":"a3b69542-cfad-4c99-a06f-cac5841d4a0e","added_by":"auto","created_at":"2025-11-13 08:27:04","extension":"png","order_by":11,"title":"Figure 11","display":"","copyAsset":false,"role":"figure","size":131974,"visible":true,"origin":"","legend":"\u003cp\u003eComparative flows in the main Gates with Gate 1 and Gate 2\u003c/p\u003e","description":"","filename":"image11.png","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/cf94643eb006da07b7cc975e.png"},{"id":95745148,"identity":"9ffe245c-0d27-4af8-9dda-221a91421e8f","added_by":"auto","created_at":"2025-11-12 14:35:23","extension":"png","order_by":12,"title":"Figure 12","display":"","copyAsset":false,"role":"figure","size":128342,"visible":true,"origin":"","legend":"\u003cp\u003eComparative flows exiting and entering in the Gate 1 and Gate 2\u003c/p\u003e","description":"","filename":"image12.png","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/f013950bd971864a28fe21ea.png"},{"id":96602746,"identity":"f8b2443a-b539-4f54-b0c9-6de310eb4f0c","added_by":"auto","created_at":"2025-11-24 08:59:45","extension":"pdf","order_by":0,"title":"","display":"","copyAsset":false,"role":"manuscript-pdf","size":4053703,"visible":true,"origin":"","legend":"","description":"","filename":"manuscript.pdf","url":"https://assets-eu.researchsquare.com/files/rs-7920332/v1/1bc3121b-5e83-40bc-bc8d-c28b251ff279.pdf"}],"financialInterests":"No competing interests reported.","formattedTitle":"Space Syntax Analysis of Spatial Segregation Impacted by Tramway Route Developments in the Eastern Part of Setif city, Algeria","fulltext":[{"header":"1 Introduction","content":"\u003cp\u003eSustainable transport infrastructure, particularly tramway systems, plays a critical role in contemporary urban planning by enhancing accessibility, reducing environmental impacts, and promoting social equity (Pietrzak \u0026amp; Pietrzak, \u003cspan citationid=\"CR33\" class=\"CitationRef\"\u003e2022\u003c/span\u003e). Among intra-urban public transport modes, tramways have emerged as particularly promising due to their environmental benefits, operational efficiency, and capacity to manage substantial passenger flows (Alpkokin et al., \u003cspan citationid=\"CR2\" class=\"CitationRef\"\u003e2016\u003c/span\u003e; Pietrzak \u0026amp; Pietrzak, \u003cspan citationid=\"CR33\" class=\"CitationRef\"\u003e2022\u003c/span\u003e; Żochowska et al., \u003cspan citationid=\"CR47\" class=\"CitationRef\"\u003e2021\u003c/span\u003e). When powered by renewable electricity, tramways produce zero greenhouse gas emissions, contribute to urban beautification through integrated green infrastructure (Moreno et al., \u003cspan citationid=\"CR28\" class=\"CitationRef\"\u003e2015\u003c/span\u003e; Savchuk \u0026amp; Nahornyi, \u003cspan citationid=\"CR37\" class=\"CitationRef\"\u003e2020\u003c/span\u003e), and facilitate efficient management of large passenger volumes (Damayanti et al., \u003cspan citationid=\"CR9\" class=\"CitationRef\"\u003e2015\u003c/span\u003e; Fang \u0026amp; Zeng, \u003cspan citationid=\"CR11\" class=\"CitationRef\"\u003e2015\u003c/span\u003e; Khelf \u0026amp; Boukebbab, 2018). Their implementation aligns with sustainable development frameworks advocated by international organizations and adopted by Algeria in its national sustainability strategy (Aoudia, \u003cspan citationid=\"CR3\" class=\"CitationRef\"\u003e2023\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eDespite these advantages, comprehensive assessment of tramway systems remains an evolving field (Pronello, \u003cspan citationid=\"CR34\" class=\"CitationRef\"\u003e2019\u003c/span\u003e). Recent research has evaluated service efficiency (Xing et al., \u003cspan citationid=\"CR44\" class=\"CitationRef\"\u003e2022\u003c/span\u003e; Cano et al., \u003cspan citationid=\"CR8\" class=\"CitationRef\"\u003e2021\u003c/span\u003e), safety (Guerrieri, \u003cspan citationid=\"CR15\" class=\"CitationRef\"\u003e2019\u003c/span\u003e; Tzouras et al., \u003cspan citationid=\"CR39\" class=\"CitationRef\"\u003e2020\u003c/span\u003e; Jamroz et al., \u003cspan citationid=\"CR19\" class=\"CitationRef\"\u003e2021\u003c/span\u003e), and route quality (Fedujwar \u0026amp; Agarwal, \u003cspan citationid=\"CR12\" class=\"CitationRef\"\u003e2025\u003c/span\u003e), yet gaps persist in understanding their broader urban impacts.\u003c/p\u003e\u003cp\u003eTramway routes fundamentally influence urban morphology, with modifications producing substantial configurational effects (M\u0026eacute;ndez-Manj\u0026oacute;n \u0026amp; Plasencia-Lozano, \u003cspan citationid=\"CR30\" class=\"CitationRef\"\u003e2025\u003c/span\u003e). Understanding how transport infrastructure shapes urban accessibility requires multi-dimensional analysis (Lee et al., \u003cspan citationid=\"CR24\" class=\"CitationRef\"\u003e2017\u003c/span\u003e; Stead \u0026amp; Marshall, \u003cspan citationid=\"CR38\" class=\"CitationRef\"\u003e2001\u003c/span\u003e). Recent work emphasizes approaches that balance multiple sustainability objectives while accounting for spatial configuration effects (Ferehoun et al., \u003cspan citationid=\"CR13\" class=\"CitationRef\"\u003e2023\u003c/span\u003e). The relationship between transport infrastructure and urban form proves particularly significant when new systems are introduced into existing urban fabrics, potentially creating discontinuities that alter established movement patterns (Stojanovski, \u003cspan citationid=\"CR6\" class=\"CitationRef\"\u003e2019\u003c/span\u003e; Pietrzak \u0026amp; Pietrzak, \u003cspan citationid=\"CR33\" class=\"CitationRef\"\u003e2022\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eIn Setif, Djouani et al. (\u003cspan citationid=\"CR10\" class=\"CitationRef\"\u003e2022\u003c/span\u003e) employed the Analytic Hierarchy Process (AHP) with Geographic Information Systems (GIS) to evaluate the tramway's route effectiveness across six criteria. Their findings revealed significant limitations: only 0.34% of the urban area fell within the optimal service zone, while 86.18% remained poorly served. This assessment provides crucial context for understanding the tramway's relationship to the eastern districts examined in this study.\u003c/p\u003e\u003cp\u003eThe relationship between transport infrastructure and urban spatial segregation represents a critical research area. Recent scholarship using multilayered network approaches demonstrates that transport systems can either mitigate or exacerbate socio-spatial inequalities depending on their configuration (Neira et al., \u003cspan citationid=\"CR32\" class=\"CitationRef\"\u003e2024\u003c/span\u003e; Aleta et al., \u003cspan citationid=\"CR1\" class=\"CitationRef\"\u003e2017\u003c/span\u003e; Liao et al., \u003cspan citationid=\"CR25\" class=\"CitationRef\"\u003e2025\u003c/span\u003e). Research utilizing random walk methodologies on multilayered transport networks shows that tram systems hold potential for enhancing connectivity across socio-economic divides, though this requires strategic reorganization of existing services and prioritization of infrastructure in underserved areas (Neira et al., \u003cspan citationid=\"CR32\" class=\"CitationRef\"\u003e2024\u003c/span\u003e). However, transport network expansion does not universally enhance opportunities, as immediate accessibility benefits can be undermined by long-term spatial changes that disproportionately affect deprived areas (Lee et al., \u003cspan citationid=\"CR23\" class=\"CitationRef\"\u003e2020\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eResearch on spatial segregation in Algeria has documented various manifestations of this phenomenon. Studies have examined socio-spatial segregation patterns in Biskra (Nadia, \u003cspan citationid=\"CR31\" class=\"CitationRef\"\u003e2020\u003c/span\u003e) and analysed spatial configuration in Setif's informal neighbourhoods, providing relevant local context (Ali Khodja, \u003cspan citationid=\"CR26\" class=\"CitationRef\"\u003e2022\u003c/span\u003e). These studies demonstrate that spatial segregation in Algerian cities involves complex interacting mechanisms requiring detailed spatial examination.\u003c/p\u003e\u003cp\u003eSpace syntax, a socio-spatial theory examining relationships between spatial configurations and social meanings, provides distinctive analytical tools grounded in mathematical formulations (Hillier \u0026amp; Hanson, \u003cspan citationid=\"CR18\" class=\"CitationRef\"\u003e1984\u003c/span\u003e). The methodology has demonstrated robust capabilities for objectively measuring cities' physical and spatial attributes in relation to human activity patterns, with applications spanning burglary-housing relationships, museum visitor movements, and socio-spatial segregation analysis (Vaughan, \u003cspan citationid=\"CR43\" class=\"CitationRef\"\u003e2007\u003c/span\u003e; van Nes \u0026amp; Yamu, \u003cspan citationid=\"CR42\" class=\"CitationRef\"\u003e2021c\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eRecent advances demonstrate space syntax's capacity to assess social equity through socio-spatial dimensions. Garau et al. (2025) developed a framework linking space syntax analysis with social equity indicators, arguing that spatial configuration metrics provide diagnostic tools for identifying spatial inequality and guiding equitable urban development.\u003c/p\u003e\u003cp\u003eSpace syntax applications in data-scarce contexts prove particularly relevant for developing country research. A study in Guatemalan cities demonstrated that space syntax metrics consistently reflect accessibility conditions previously measurable only through data-intensive location-based methods (Morales et al., \u003cspan citationid=\"CR27\" class=\"CitationRef\"\u003e2019\u003c/span\u003e). This finding holds significant implications for contexts like Algeria, where comprehensive urban data may be limited. The study revealed that space syntax metrics at various radii correlate with location-based access to land uses, offering an important complement to geographical accessibility measures.\u003c/p\u003e\u003cp\u003eLand use and transport planning integration has emerged as critical for sustainable urban development. Research has established empirical relationships between land use types and transport accessibility, demonstrating that accessibility patterns show strong positive spatial autocorrelation and significant associations with land use (Wang et al., \u003cspan citationid=\"CR45\" class=\"CitationRef\"\u003e2019\u003c/span\u003e). Residential and commercial areas concentrate in high-accessibility clusters, while industrial areas and open spaces Favor clusters with adequate driving accessibility. These findings highlight the necessity of multi-scale spatial configuration analysis when evaluating transport infrastructure impacts.\u003c/p\u003e\u003cp\u003eSpace syntax has found increasing application in Algerian urban studies, providing crucial context for this research. In Setif, researchers employed space syntax to reveal structural qualities of urban space through spatial representation and intelligibility analysis, demonstrating the methodology's capacity to inform understanding of the city's configurational characteristics (Kelkoul \u0026amp; Chougui, \u003cspan citationid=\"CR20\" class=\"CitationRef\"\u003e2022\u003c/span\u003e). Complementary research investigated inhabitants' perceptions of urban space quality from neighbourhood to city scale (Rahmani Kelkoul \u0026amp; Chougui, \u003cspan citationid=\"CR36\" class=\"CitationRef\"\u003e2019\u003c/span\u003e) and examined urban space quality as affected by housing-city relationships (Rahmani Kelkoul, 2023). These studies provide comprehensive understanding of Setif's urban spatial dynamics.\u003c/p\u003e\u003cp\u003eBeyond Setif, applications in Constantine's historic core have demonstrated space syntax's capacity to reveal how spatial configuration shapes accessibility patterns to cultural and historical sites (Bakiri \u0026amp; Debache-Benzagouta, \u003cspan citationid=\"CR5\" class=\"CitationRef\"\u003e2023\u003c/span\u003e). Collectively, these studies establish the methodology's utility for understanding urban transformations across diverse Algerian contexts.\u003c/p\u003e\u003cdiv id=\"Sec2\" class=\"Section2\"\u003e\u003ch2\u003e1.1 Research Gap and Study Contribution\u003c/h2\u003e\u003cp\u003eDespite extensive literature on sustainable transport infrastructure and space syntax methodology, significant gaps remain in understanding how tramway route developments impact spatial segregation patterns, particularly in developing country contexts and at the neighbourhood scale. While Djouani et al.'s (\u003cspan citationid=\"CR10\" class=\"CitationRef\"\u003e2022\u003c/span\u003e) assessment of Setif's tramway route provides valuable city-scale insights, their analysis does not address the local spatial configuration that defines the route's actual passage through different neighbourhoods. Moreover, their focus on distance-based accessibility measures overlooks the socio-spatial interaction dimensions that space syntax methodology explicitly addresses.\u003c/p\u003e\u003cp\u003eThis research addresses these gaps by employing space syntax analysis at the local scale to examine how specific modifications accompanying tramway route implementation, particularly street closures and access restrictions, impact spatial integration and segregation patterns. The study's comparative before-and-after analytical approach, validated through gate counting observations, provides empirical evidence for understanding tramway infrastructure's nuanced effects on neighbourhood accessibility and urban spatial justice. Furthermore, this research contributes to the growing corpus of space syntax applications in Algerian urban contexts, building upon foundational work to demonstrate the methodology's utility for informing evidence-based transport planning decisions that balance sustainability objectives with spatial equity considerations (Kelkoul \u0026amp; Chougui, \u003cspan citationid=\"CR20\" class=\"CitationRef\"\u003e2022\u003c/span\u003e; Rahmani Kelkoul, 2023).\u003c/p\u003e\u003c/div\u003e"},{"header":"2 Methodology","content":"\u003cp\u003eThis study employed syntactic analysis through Depth Map X software, followed by field-based vehicle traffic counts.\u003c/p\u003e\u003cp\u003eBase maps were prepared using ArcGIS On line's ArcMap software to represent both pre-intervention conditions and the current situation. These maps were converted to DXF format for import into Depth Map X. Axial map analysis for each period generated the Fewest Line representation, enabling calculation of the syntactic measures discussed below. The resulting visualizations use a colour gradient from blue (lowest values) to red (highest values).\u003c/p\u003e\u003cdiv id=\"Sec4\" class=\"Section2\"\u003e\u003ch2\u003e2.1 Spatial Segregation in Space Syntax Theory\u003c/h2\u003e\u003cp\u003eWithin space syntax theoretical frameworks, segregation represents an intrinsically spatial characteristic that may or may not correspond to social segregation depending on specific contextual factors (Vaughan, \u003cspan citationid=\"CR43\" class=\"CitationRef\"\u003e2007\u003c/span\u003e). This distinction proves critical for understanding infrastructure-induced spatial segregation, which manifests through restricted physical accessibility rather than necessarily reflecting social or economic discrimination. Research by Araba and Mazouz (\u003cspan citationid=\"CR4\" class=\"CitationRef\"\u003e2018\u003c/span\u003e) in Algerian spontaneous neighbourhoods employed integration and connectivity measures at the neighbourhood scale to quantify spatial segregation, demonstrating the methodology's applicability in North African urban contexts. Their study of the Ma\u0026iuml;tar neighbourhood in Bou-Sa\u0026acirc;da verified integration patterns using syntactic analysis, providing methodological precedent for the present investigation.\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec5\" class=\"Section2\"\u003e\u003ch2\u003e2.2 Integration\u003c/h2\u003e\u003cp\u003eIntegration constitutes a fundamental static global measure describing the average depth of a space relative to all other spaces within the system, enabling the ranking of spaces from most integrated to most segregated (van Nes \u0026amp; Yamu, \u003cspan citationid=\"CR40\" class=\"CitationRef\"\u003e2021a\u003c/span\u003e). The integration value has been empirically validated as a principal indicator of movement in cities, particularly for \"to-movement\" patterns (Hillier, \u003cspan citationid=\"CR17\" class=\"CitationRef\"\u003e1996\u003c/span\u003e).\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec6\" class=\"Section2\"\u003e\u003ch2\u003e2.3 Connectivity\u003c/h2\u003e\u003cp\u003eComplementary to integration, connectivity represents a local measurement quantifying how many segments or spaces directly connect to a given space, with high connectivity indicating direct accessibility from numerous other spaces (van Nes \u0026amp; Yamu, \u003cspan citationid=\"CR40\" class=\"CitationRef\"\u003e2021a\u003c/span\u003e).\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec7\" class=\"Section2\"\u003e\u003ch2\u003e2.4 Choice\u003c/h2\u003e\u003cp\u003eChoice constitutes a dynamic global measure of \"flow\" through a space, with strong choice values indicating that numerous shortest paths connecting all system spaces pass through the segment (van Nes \u0026amp; Yamu, \u003cspan citationid=\"CR40\" class=\"CitationRef\"\u003e2021a\u003c/span\u003e). This measure has proven particularly valuable for identifying routes most likely to be selected for movement, as demonstrated in studies of tourist route identification in Algerian historic cities (Bakiri and Debache-Benzagouta, \u003cspan citationid=\"CR5\" class=\"CitationRef\"\u003e2023\u003c/span\u003e)\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec8\" class=\"Section2\"\u003e\u003ch2\u003e2.5 Mean Depth\u003c/h2\u003e\u003cp\u003eMean Depth corresponds to the average distances (or \"steps\") required to reach all other spaces in the system, with shallower depths indicating more central (integrated) spaces and deeper values suggesting isolated (segregated) spaces (van Nes \u0026amp; Yamu, \u003cspan citationid=\"CR40\" class=\"CitationRef\"\u003e2021a\u003c/span\u003e).\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec9\" class=\"Section2\"\u003e\u003ch2\u003e2.6 Validation through Gate Counting\u003c/h2\u003e\u003cp\u003eGate counting methodology provides critical validation for syntactic analysis results through systematic observation and enumeration of movement patterns. This technique involves counting at gates for various transport modes and pedestrians, utilizing observers positioned on virtual lines delimiting observation areas, with counts conducted during specific time frames across multiple daily periods (van Nes \u0026amp; Yamu, \u003cspan citationid=\"CR41\" class=\"CitationRef\"\u003e2021b\u003c/span\u003e). Recent methodological advances in gate counting have emphasized the importance of appropriate observer placement, adequate observation duration, and consideration of temporal variations in movement patterns (Hacar et al., \u003cspan citationid=\"CR22\" class=\"CitationRef\"\u003e2020\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eField observations took place on 18 May 2025. Six observers were stationed at predetermined counting gates across the study area (Fig.\u0026nbsp;\u003cspan refid=\"Fig2\" class=\"InternalRef\"\u003e2\u003c/span\u003e). Vehicle counts were recorded at 10-minute intervals from 7:50 a.m. to 8:00 p.m., with data collected on standardized A4 recording sheets. One observer additionally measured vehicle entry time into the residential areas. The collected data were processed using Excel to generate graphical representations, and Pearson's correlation coefficients were calculated to assess relationships between variables.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003c/div\u003e"},{"header":"3 Result","content":"\u003cp\u003eThe study area encompasses several residential neighbourhoods in eastern Setif, positioned along the tramway corridor that traverses the city from west to east (Fig.\u0026nbsp;\u003cspan refid=\"Fig3\" class=\"InternalRef\"\u003e3\u003c/span\u003e). This sector is characterized by mixed-use development including residential zones, educational facilities, commercial activities, and infrastructure corridors (Premier November Road as the primary east-west arterial).\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003eThe spatial analysis reveals that this eastern sector functions as a critical junction point where local neighbourhood access intersects with regional traffic flows. The tramway line, running parallel to Premier November Road, creates a physical barrier that fundamentally altered the previous street connectivity patterns (Fig.\u0026nbsp;\u003cspan refid=\"Fig3\" class=\"InternalRef\"\u003e3\u003c/span\u003e).\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003eIn terms of neighbourhood access, three distinct temporal phases have been documented. Before tramway construction (2013), the area was served by two primary vehicular entrances. Entrance 1 (ENT1) provided direct access from Premier November Road into the Pins and Cooperative neighbourhoods through a main collector street. Entrance 2 (ENT2) offered secondary access serving the same neighbourhoods from a different approach angle. Both entrances functioned as part of an interconnected local street network.\u003c/p\u003e\u003cp\u003eDuring construction (2017\u0026ndash;2018), the implementation of the tramway route necessitated infrastructure modifications including track installation, platform construction, and safety barrier placement.\u003c/p\u003e\u003cp\u003eCurrently (2025), ENT1 has been completely closed to vehicular traffic through physical barriers (shown by the closed street symbol), forcing all mechanical access through the single remaining entrance ENT2. Additionally, a continuous wall was constructed along portions of the tramway corridor, eliminating several minor access points that previously connected local streets to the main arterial (Fig.\u0026nbsp;\u003cspan refid=\"Fig4\" class=\"InternalRef\"\u003e4\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eThe syntactic analysis employed four complementary measures to assess the topological relationship between the study area and the broader urban system, as well as local-scale accessibility changes. Each measure captures different aspects of spatial configuration, providing a multi-dimensional understanding of how the tramway-related modifications affected neighbourhood connectivity.\u003c/p\u003e\u003cdiv id=\"Sec11\" class=\"Section2\"\u003e\u003ch2\u003e3.1 All Line Analysis\u003c/h2\u003e\u003cp\u003eThe All Line Analysis for both temporal conditions, visualizes the integration structure of the entire eastern sector within the citywide street network (Fig.\u0026nbsp;\u003cspan refid=\"Fig5\" class=\"InternalRef\"\u003e5\u003c/span\u003e). The colour gradient (blue to red representing low to high integration values) reveals the hierarchy of spatial centrality.\u003c/p\u003e\u003cp\u003eFor pre-modification condition, the analysis generated 1,234 axial lines representing the complete street network. The integration core (areas shown in yellow to red) concentrated along Premier November Road and extended into the neighbourhood through ENT1, indicating that this entrance functioned as part of the spatially integrated network. The attribute table shows maximum integration values reaching 2.523, with mean integration of 1.342 across the system (Table\u0026nbsp;\u003cspan refid=\"Tab1\" class=\"InternalRef\"\u003e1\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eCurrently, the reconfigured network comprises 1,189 axial lines, reflecting the closure of ENT1 and associated local streets. While Premier November Road maintains high integration (shown in yellow-red), the penetration of integration into the neighbourhoods has diminished. Maximum integration decreased to 2.370, with mean integration dropping to 1.298. This reduction indicates that the study area has become relatively less central within the overall urban configuration.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec12\" class=\"Section2\"\u003e\u003ch2\u003e3.2 Integration HH\u003c/h2\u003e\u003cp\u003eBefore modification integration, ENT1 displayed an Integration HH value of 2.272 (shown in green-yellow on the map), positioning it within the well-integrated range of the street network. This value indicates that ENT1 required relatively few topological steps to reach all other streets in the system, making it easily accessible from multiple urban locations. ENT2 registered a lower Integration HH of 1.543 (shown in blue-green), indicating deeper topological depth and consequently lower accessibility from the broader urban system. The system maximum reached 2.523 along Premier November Road, establishing the baseline for highly integrated streets in this sector (Fig.\u0026nbsp;\u003cspan refid=\"Fig6\" class=\"InternalRef\"\u003e6\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eCurrent Integration HH values indicate that ENT1's integration decreased to 2.167, representing a 4.6% reduction in centrality despite remaining physically open for pedestrian access. This decline reflects its disconnection from the vehicular network and loss of through-movement potential. On the other hand, ENT2's integration improved marginally to 1.719 (an 11.4% increase), likely resulting from its new status as the sole vehicular entrance, which increased its topological importance within the modified network configuration. The system maximum decreased to 2.370, suggesting an overall reduction in network integration efficiency following the modifications.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec13\" class=\"Section2\"\u003e\u003ch2\u003e3.3 Connectivity\u003c/h2\u003e\u003cp\u003eThe pre-modification connectivity pattern reveals that ENT1 exhibited connectivity of 14, meaning it directly intersected with 14 other street segments. This high connectivity reflects its position as a well-connected collector street with multiple branching options for vehicles entering the neighbourhoods. ENT2 showed connectivity of 9, indicating fewer direct connections and consequently more limited route distribution possibilities once vehicles entered through this access point. The maximum connectivity in the system reached 30 along Premier November Road, where multiple intersections create a highly permeable network zone (Fig.\u0026nbsp;\u003cspan refid=\"Fig7\" class=\"InternalRef\"\u003e7\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eThe current connectivity pattern indicates ENT1's connectivity increased to 15 due to the addition of a small connecting street between Tbinet and Pins neighbourhoods (visible in Fig.\u0026nbsp;\u003cspan refid=\"Fig4\" class=\"InternalRef\"\u003e4\u003c/span\u003e, lower panel). However, this increase is functionally meaningless for vehicular access since ENT1 is closed to motor traffic. ENT2's connectivity decreased to 7, losing two direct connections due to wall construction along the tramway corridor that eliminated minor street linkages. System maximum connectivity rose slightly to 32, reflecting minor network additions elsewhere in the study area.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec14\" class=\"Section2\"\u003e\u003ch2\u003e3.4 Choice\u003c/h2\u003e\u003cp\u003eFigure \u003cspan refid=\"Fig8\" class=\"InternalRef\"\u003e8\u003c/span\u003e presents the most revealing measure. Pre-modification choice values indicate that ENT1 registered a choice value of 8144, identifying it as a highly utilized through-route. This exceptionally high value indicates that ENT1 appeared on shortest paths for numerous origin-destination pairs, serving both neighborhood access and through-movement functions. ENT2 showed a choice value of only 229, more than 35 times lower than ENT1. This value identifies ENT2 as primarily a local access street with minimal through-movement function. Maximum choice in the system reached 41,830 along the most trafficked segment of Premier November Road.\u003c/p\u003e\u003cp\u003eCurrent values indicate that ENT1's choice plummeted to 4,791, representing a 41.2% reduction. While this decrease reflects its closure to vehicular traffic, the remaining value indicates it would still serve important routing functions if reopened. ENT2's choice nearly doubled to 438 (a 91.3% increase), reflecting its new role as the sole vehicular entrance. However, this value remains dramatically lower than ENT1's pre-modification choice, indicating ENT2's configurational unsuitability as the primary access route. System maximum choice decreased substantially to 16377 (a 60.8% reduction), suggesting that the network modifications have significantly reduced the efficiency of shortest-path routing throughout the study area.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec15\" class=\"Section2\"\u003e\u003ch2\u003e3.5 Mean Depth\u003c/h2\u003e\u003cp\u003eIn the Pre-modification phase, ENT1 exhibited mean depth of 3.565 steps, positioning it as relatively close topologically to the broader urban system. This shallowness facilitated easy approach from multiple urban locations. ENT2 showed mean depth of 4.778 steps, approximately 34% deeper than ENT1. This greater depth indicates that reaching ENT2 required navigating more directional changes, making it less intuitive and accessible. The minimum mean depth in the system was 7.368 steps, representing the most segregated portions of the street network.\u003c/p\u003e\u003cp\u003ePost-modification, ENT1's mean depth increased slightly to 3.633 steps (a 1.9% increase), maintaining its relatively shallow position but showing minor deepening due to its removal from the active vehicular network. ENT2's mean depth improved to 4.320 steps (a 9.6% decrease), reflecting its enhanced topological importance as the sole access route. However, it remains significantly deeper than ENT1. The system's deepest locations increased to 9.986 steps, indicating that certain areas have become substantially more segregated following the modifications (Fig.\u0026nbsp;\u003cspan refid=\"Fig9\" class=\"InternalRef\"\u003e9\u003c/span\u003e).\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec16\" class=\"Section2\"\u003e\u003ch2\u003e3.6 Synthesis of Syntactic Findings\u003c/h2\u003e\u003cp\u003e\u003cdiv class=\"gridtable\"\u003e\u003ctable float=\"Yes\" id=\"Tab1\" border=\"1\"\u003e\u003ccaption language=\"En\"\u003e\u003cdiv class=\"CaptionNumber\"\u003eTable 1\u003c/div\u003e\u003cdiv class=\"CaptionContent\"\u003e\u003cp\u003eA synthesis of all syntactic measures for direct comparison\u003c/p\u003e\u003c/div\u003e\u003c/caption\u003e\u003ccolgroup cols=\"5\"\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c1\" colnum=\"1\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c2\" colnum=\"2\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c3\" colnum=\"3\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c4\" colnum=\"4\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c5\" colnum=\"5\"\u003e\u003c/div\u003e\u003cthead\u003e\u003ctr\u003e\u003cth align=\"left\" colname=\"c1\"\u003e\u003cp\u003eMeasure\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colname=\"c2\"\u003e\u003cp\u003ePeriod\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colname=\"c3\"\u003e\u003cp\u003eENT1\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colname=\"c4\"\u003e\u003cp\u003eENT2\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colname=\"c5\"\u003e\u003cp\u003eSystem Max\u003c/p\u003e\u003c/th\u003e\u003c/tr\u003e\u003c/thead\u003e\u003ctbody\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003eIntegration HH\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eBefore\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e2.272\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e1.543\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e2.523\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u0026nbsp;\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eCurrent\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e2.167\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e1.719\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e2.370\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u0026nbsp;\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eChange\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e-4.6%\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e+\u0026thinsp;11.4%\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e-6.1%\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003eConnectivity\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eBefore\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e14\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e9\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e30\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u0026nbsp;\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eCurrent\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e15\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e7\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e32\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u0026nbsp;\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eChange\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e+\u0026thinsp;7.1%\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e-22.2%\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e+\u0026thinsp;6.7%\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003eChoice\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eBefore\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e8144\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e229\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e41830\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u0026nbsp;\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eCurrent\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e4791\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e438\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e16377\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u0026nbsp;\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eChange\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e-41.2%\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e+\u0026thinsp;91.3%\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e-60.8%\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003eMean Depth\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eBefore\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e3.565\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e4.778\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e7.368\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u0026nbsp;\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eCurrent\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e3.633\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e4.320\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e9.986\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u0026nbsp;\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003eChange\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e+\u0026thinsp;1.9%\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e-9.6%\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c5\"\u003e\u003cp\u003e+\u0026thinsp;35.5%\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003c/tbody\u003e\u003c/colgroup\u003e\u003c/table\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003eAccording to syntactic analysis, ENT1 consistently outperformed ENT2 across all measures in both temporal conditions, exhibiting superior integration, connectivity, choice potential, and topological shallowness. The infrastructure modifications that closed ENT1 and concentrated all vehicular access through ENT2 have created a configurational bottleneck, establishing the spatial conditions for segregation.\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec17\" class=\"Section2\"\u003e\u003ch2\u003e3.7 Gate Counting\u003c/h2\u003e\u003cp\u003eTo validate the syntactic predictions with real-world traffic behaviour, systematic vehicle counting was conducted on May 18, 2025, at six strategically positioned observation gates. The counting protocol captured vehicle movements at 10-minute intervals from 7:50 AM to 8:00 PM, providing a complete daily profile of traffic dynamics.\u003c/p\u003e\u003cp\u003eFigure \u003cspan refid=\"Fig10\" class=\"InternalRef\"\u003e10\u003c/span\u003e presents traffic volumes recorded throughout the day at the observation gates, revealing distinct patterns of movement intensity and temporal variation. Five traffic flow lines are visible: Gate 1 (ENT2 entrance, orange line) shows the highest volumes, peaking at approximately 235 vehicles during midday periods; Gate 2 (ENT2 exit, blue line) displays the second-highest volumes with peaks around 200\u0026ndash;210 vehicles during afternoon hours; Gates 3 and 4 (grey and yellow lines) show moderate volumes of 100\u0026ndash;180 vehicles representing internal circulation toward the city centre and eastern suburbs respectively; while the fifth gate shows lower comparative volumes focused on timing measurements.\u003c/p\u003e\u003cp\u003eTraffic volumes demonstrate clear diurnal rhythms with three distinct peaks: morning (7:50\u0026thinsp;\u0026minus;\u0026thinsp;9:00 AM) dominated by inbound commuter traffic, midday (12:40\u0026thinsp;\u0026minus;\u0026thinsp;1:40 PM) reflecting lunch-hour and school-related movements, and evening (4:40\u0026thinsp;\u0026minus;\u0026thinsp;6:00 PM) characterized by return commuting and commercial activity.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003eThe comparative analysis of Westbound traffic (toward city centre) reveals that 71.17% of westbound traffic on Premier November Road (1,346 of 1,891 vehicles) passes through the single ENT2 access point. This finding indicates that more than seven out of every ten vehicles traveling on the main arterial road toward the city centre must navigate through the single neighbourhood entrance, either accessing local destinations or using neighbourhood streets as alternate routes.\u003c/p\u003e\u003cp\u003eSimilarly, 57.64% of eastbound traffic on Premier November Road (1,346 of 2,335 vehicles) heading toward Constantine/El Eulma interacts with the ENT2 access point. Hence, the study area serves not only local access functions but also accommodates regional through-traffic seeking alternatives to the main arterial, particularly during congested periods (Fig.\u0026nbsp;\u003cspan refid=\"Fig11\" class=\"InternalRef\"\u003e11\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eCorrelation analysis reveals strong positive relationships between Premier November Road traffic and gate flows, with r\u0026thinsp;=\u0026thinsp;0.78 for westbound and r\u0026thinsp;=\u0026thinsp;0.60 for eastbound traffic, confirming the interconnected nature of arterial and local circulation patterns.\u003c/p\u003e\u003cp\u003eThese correlation coefficients confirm that as regional traffic volume increases on Premier November Road, proportional increases occur at the neighbourhood access point, demonstrating the interconnected nature of arterial and local circulation patterns and the inability of the single access point to function independently of regional traffic fluctuations.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003eThe relationship between inbound and outbound flows at Gates 1 and 2 reveals a strong correlation (r\u0026thinsp;=\u0026thinsp;0.69, p\u0026thinsp;\u0026lt;\u0026thinsp;0.01) between these movements, with peak volumes reaching 95\u0026ndash;98 vehicles inbound and 82\u0026ndash;87 vehicles outbound per 10-minute period. This synchronization indicates that peak inbound and outbound movements coincide temporally, creating conflicting traffic streams at the single access point where vehicles entering and exiting must negotiate through the same narrow corridor simultaneously.\u003c/p\u003e\u003c/div\u003e"},{"header":"4 Discussion","content":"\u003cp\u003eThe combined syntactic and empirical analyses confirm the spatial segregation hypothesis: tramway-related infrastructure modifications created differential accessibility in eastern Setif neighbourhoods. Despite maintaining strong citywide integration (Integration HH declining only 6.1% from 2.523 to 2.370), local-scale analysis reveals critical configurational deterioration that fundamentally altered neighbourhood access patterns.\u003c/p\u003e\u003cp\u003eThe eastern sector retains high integration, explaining why 71.17% of westbound and 57.64% of eastbound Premier November Road traffic passes through the study area. This sustained integration supports continued mixed-use establishment, aligning with Hillier's (1996) theory that integration predicts movement potential and attracts land uses. However, this global stability masks severe local deterioration, demonstrating the multi-scalar nature of spatial configuration central to space syntax methodology (Hillier \u0026amp; Hanson, \u003cspan citationid=\"CR18\" class=\"CitationRef\"\u003e1984\u003c/span\u003e; van Nes \u0026amp; Yamu, 2021).\u003c/p\u003e\u003cp\u003eThe fundamental problem is access hierarchy inversion: ENT1 consistently outperformed ENT2 across all measures (Integration HH: 2.272 vs. 1.543; Connectivity: 14 vs. 9; Choice: 8,144 vs. 229; Mean Depth: 3.565 vs. 4.778), yet modifications closed the superior entrance and concentrated access through the inferior one. This 35-fold Choice advantage of ENT1 indicates it naturally accommodated 97% of through-traffic; forcing this flow through ENT2 created an 18-fold capacity deficit. Bakiri \u0026amp; Debache-Benzagouta (\u003cspan citationid=\"CR5\" class=\"CitationRef\"\u003e2023\u003c/span\u003e) demonstrated that high Choice values identify naturally selected routes; closing ENT1 violated this configurational logic.\u003c/p\u003e\u003cp\u003eGate counting validated syntactic predictions: 60\u0026thinsp;+\u0026thinsp;second delays at ENT2, simultaneous bidirectional peaks (r\u0026thinsp;=\u0026thinsp;0.69), and one vehicle every 3.3 seconds during peak periods demonstrate real accessibility impediments. This finding diverges from Djouani et al.'s (\u003cspan citationid=\"CR10\" class=\"CitationRef\"\u003e2022\u003c/span\u003e) AHP-GIS evaluation classifying the eastern sector as \"moderately effective\" based on 500-1000m tramway proximity. Our configurational analysis reveals substantial internal variation within this zone, as distance metrics alone cannot capture topological accessibility (Hillier \u0026amp; Hanson, \u003cspan citationid=\"CR18\" class=\"CitationRef\"\u003e1984\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eThe segregation pattern parallels Araba \u0026amp; Mazouz's (2018) study, which used Integration and Connectivity to diagnose spatial segregation. However, their case involved inherent morphological constraints in spontaneous settlements, whereas Setif's segregation resulted from deliberate infrastructure modifications, which is a preventable outcome. This distinction is critical; while morphological segregation may require comprehensive redevelopment, infrastructure-induced segregation can be remedied through design adjustments.\u003c/p\u003e\u003cp\u003eThis case challenges assumptions that sustainable transport infrastructure inherently produces equitable outcomes. While tramways offer environmental benefits (Pietrzak \u0026amp; Pietrzak, \u003cspan citationid=\"CR33\" class=\"CitationRef\"\u003e2022\u003c/span\u003e; Moreno et al., \u003cspan citationid=\"CR28\" class=\"CitationRef\"\u003e2015\u003c/span\u003e), implementation can create spatial injustices when route planning ignores configurational impacts. The tramway design prioritized rail right-of-way without considering consequences for adjacent neighbourhoods. As Hillier (\u003cspan citationid=\"CR17\" class=\"CitationRef\"\u003e1996\u003c/span\u003e) termed, \"barrier effects\" increase topological depth and reduce connectivity despite maintaining proximity.\u003c/p\u003e\u003cp\u003eThe methodological contribution demonstrates space syntax's predictive capacity: the 41% Choice reduction and concentration of 71% regional traffic through a single inadequate point were predictable through syntactic simulation. Kelkoul \u0026amp; Chougui's (2022) application of space syntax to Setif's urban structure provides precedent for systematic configurational analysis in Algerian cities; extending this approach to infrastructure planning could prevent future segregation outcomes.\u003c/p\u003e\u003cp\u003eConclusively, reopening ENT1 with grade-separated tramway crossing aligns better with configurational logic than incremental improvements to ENT2's inferior topology.\u003c/p\u003e\u003cp\u003eTraffic counting captured one day, potentially missing variations, though strong correlations with regional patterns (r\u0026thinsp;=\u0026thinsp;0.78, r\u0026thinsp;=\u0026thinsp;0.60) suggest structural robustness. Syntactic analysis considers network topology without land use or socioeconomic factors, though this enables systematic comparison (van Nes \u0026amp; Yamu, 2021).\u003c/p\u003e\u003cp\u003eThe spatial segregation hypothesis is confirmed: closing the more integrated (HH\u0026thinsp;=\u0026thinsp;2.272), more connected (14 segments), shallower (MD\u0026thinsp;=\u0026thinsp;3.565), higher-capacity (Choice\u0026thinsp;=\u0026thinsp;8,144) entrance while concentrating access through the less integrated (HH\u0026thinsp;=\u0026thinsp;1.719), less connected (7 segments), deeper (MD\u0026thinsp;=\u0026thinsp;4.320), lower-capacity (Choice\u0026thinsp;=\u0026thinsp;438) entrance created segregation conditions empirically validated by 71% traffic concentration, 60\u0026thinsp;+\u0026thinsp;second delays, and correlated bidirectional peaks (r\u0026thinsp;=\u0026thinsp;0.69). The eastern neighborhoods maintain global integration but residents experience systematically worse accessibility via longer delays, more complex navigation, reduced route choice, which constitutes spatial segregation as defined by Vaughan (\u003cspan citationid=\"CR43\" class=\"CitationRef\"\u003e2007\u003c/span\u003e).\u003c/p\u003e"},{"header":"5 Conclusion","content":"\u003cp\u003eSustainable urban development requires justice, equity, and social well-being. While tramway development aligns with sustainability principles through environmental benefits and efficient transit, implementation can contradict these values when infrastructure modifications create spatial segregation. This study confirms that tramway-related developments in eastern Setif produced segregation through converging space syntax and empirical evidence.\u003c/p\u003e\u003cp\u003eClosing ENT1 and constructing barriers along the tramway corridor altered spatial configuration at global and local scales, concentrating all vehicular access through ENT2. Syntactic analysis revealed ENT1's superior topology: Integration (2.272 vs. 1.719), Connectivity (14 vs. 7 segments), Choice (8,144 vs. 438), and Mean Depth (3.565 vs. 4.320)\u0026mdash;a 35-fold movement capacity advantage forced through an 18-fold inferior alternative. Traffic observation validated predictions: 71.17% westbound and 57.64% eastbound regional traffic concentrates through ENT2, with 60\u0026thinsp;+\u0026thinsp;second delays and simultaneous bidirectional flows (r\u0026thinsp;=\u0026thinsp;0.69). Had ENT1 remained open, traffic would naturally distribute according to configurational capacity.\u003c/p\u003e\u003cp\u003eThis spatial injustice contradicts space syntax principles and sustainability commitments. While maintaining global integration (HH\u0026thinsp;=\u0026thinsp;2.370), residents experience systematic accessibility disadvantages such as longer delays, complex navigation, reduced choice, constituting segregation through differential access difficulty.\u003c/p\u003e\u003cp\u003eTo prevent recurrence in Algeria and elsewhere, preliminary studies must integrate space syntax simulation, field observation, and resident surveys to predict socio-spatial impacts. When closures are unavoidable, preserve high-integration, high-connectivity access or create equivalent alternatives. Distance-based metrics alone are insufficient\u0026mdash;topological relationships reveal accessibility patterns proximity cannot detect. For Algerian cities implementing tramways, this provides methodological guidance: space syntax offers predictive capacity to identify segregation effects before construction. For eastern Setif, reopening ENT1 with grade-separated tramway crossing would restore configurational balance.\u003c/p\u003e\u003cp\u003eSustainable infrastructure requires evaluation through socio-spatial equity outcomes, not only environmental criteria. Algeria's sustainable development goals commitments demand technical modernization serve social justice. Future tramway planning must integrate configurational impact assessment as standard practice, ensuring soft mobility enhances rather than undermines equitable accessibility, as sustainable transport must sustain communities, not segregate them.\u003c/p\u003e"},{"header":"Declarations","content":"\u003ch2\u003eAuthor Contribution\u003c/h2\u003e\u003cp\u003eAll authors contributed to the study conception and design. All authors read and approved the final manuscript.\u003c/p\u003e\u003ch2\u003eAcknowledgement\u003c/h2\u003e\u003cp\u003ewe thank the traffic observers:A. Mounsef, B. Adel, B. Taki Edinne, B. Abdelghafour, B. Mohaned, B. Fakhr-Eddine\u003c/p\u003e"},{"header":"References","content":"\u003col\u003e\u003cli\u003e\u003cspan\u003eAleta, A., Meloni, S., \u0026amp; Moreno, Y. (2017). A multilayer perspective for the analysis of urban transportation systems. \u003cem\u003eScientific Reports\u003c/em\u003e, \u003cem\u003e7\u003c/em\u003e, 44359. \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003ehttps://doi.org/10.1038/srep44359\u003c/span\u003e\u003cspan address=\"10.1038/srep44359\" targettype=\"DOI\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e\u003c/span\u003e\u003c/li\u003e\u003cli\u003e\u003cspan\u003eAlpkokin, P., Topuz Kiremitci, S., Black, J. A., \u0026amp; Cetinavci, S. (2016). 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The analysis of traffic safety on the intersections of roadways and tram tracks. \u003cem\u003eRoads and Bridges - Drogi i Mosty\u003c/em\u003e, \u003cem\u003e1\u003c/em\u003e, 41\u0026ndash;56. \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003ehttps://doi.org/10.7409/rabdim.021.003\u003c/span\u003e\u003cspan address=\"10.7409/rabdim.021.003\" targettype=\"DOI\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e\u003c/span\u003e\u003c/li\u003e\u003c/ol\u003e"}],"fulltextSource":"","fullText":"","funders":[],"hasAdminPriorityOnWorkflow":false,"hasManuscriptDocX":true,"hasOptedInToPreprint":true,"hasPassedJournalQc":"","hasAnyPriority":false,"hideJournal":true,"highlight":"","institution":"","isAcceptedByJournal":false,"isAuthorSuppliedPdf":false,"isDeskRejected":"","isHiddenFromSearch":false,"isInQc":false,"isInWorkflow":false,"isPdf":false,"isPdfUpToDate":true,"isWithdrawnOrRetracted":false,"journal":{"display":true,"email":"[email protected]","identity":"researchsquare","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":true,"externalIdentity":"","sideBox":"","snPcode":"","submissionUrl":"/submission","title":"Research Square","twitterHandle":"researchsquare","acdcEnabled":true,"dfaEnabled":false,"editorialSystem":"","reportingPortfolio":"","inReviewEnabled":false,"inReviewRevisionsEnabled":true},"keywords":"spatial segregation, sustainable transport planning, space syntax methodology, tramway infrastructure impacts, accessibility equity, configurational analysis","lastPublishedDoi":"10.21203/rs.3.rs-7920332/v1","lastPublishedDoiUrl":"https://doi.org/10.21203/rs.3.rs-7920332/v1","license":{"name":"CC BY 4.0","url":"https://creativecommons.org/licenses/by/4.0/"},"manuscriptAbstract":"\u003cp\u003eTramway development in Algerian cities aligns with sustainability principles promoting equity and accessibility. However, traffic congestion and resident discontent in Setif's eastern tramway corridor suggest spatial segregation. This study tests this hypothesis using space syntax analysis (DepthMap X) and gate counting. Results confirm segregation through converging evidence: the closed ENT1 entrance possessed superior configurational characteristics Integration HH (2.272 vs. 1.719), Connectivity (14 vs. 7 segments), Choice (8144 vs. 438), and Mean Depth (3.565 vs. 4.320), compared to the remaining ENT2 entrance, creating an 18-fold capacity deficit. ENT1's Choice decline from 8144 to 4791 represents 41% movement capacity reduction. Gate counting validated predictions: 71.17% of westbound traffic (1346 of 1891 vehicles) and 57.64% of eastbound traffic (1346 of 2335 vehicles) concentrate through ENT2, with correlated flows (r\u0026thinsp;=\u0026thinsp;0.69) and 60\u0026thinsp;+\u0026thinsp;second delays during peaks. Closing a high-integration, high-connectivity entrance while forcing traffic through a low-capacity alternative created systematic accessibility disadvantages, constituting spatial segregation through differential access difficulty despite maintained global integration. This contradicts sustainable development principles requiring spatial equity. The study demonstrates space syntax's predictive capacity for infrastructure impact assessment, providing methodological guidance for Algerian cities implementing tramways. Future transport planning must integrate configurational analysis to prevent similar outcomes, ensuring sustainable mobility enhances rather than undermines equitable neighborhood accessibility.\u003c/p\u003e","manuscriptTitle":"Space Syntax Analysis of Spatial Segregation Impacted by Tramway Route Developments in the Eastern Part of Setif city, Algeria","msid":"","msnumber":"","nonDraftVersions":[{"code":1,"date":"2025-11-12 14:35:19","doi":"10.21203/rs.3.rs-7920332/v1","editorialEvents":[{"type":"communityComments","content":0}],"status":"published","journal":{"display":true,"email":"[email protected]","identity":"researchsquare","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":true,"externalIdentity":"","sideBox":"","snPcode":"","submissionUrl":"/submission","title":"Research Square","twitterHandle":"researchsquare","acdcEnabled":true,"dfaEnabled":false,"editorialSystem":"","reportingPortfolio":"","inReviewEnabled":false,"inReviewRevisionsEnabled":true}}],"origin":"","ownerIdentity":"4f03775f-c042-4bbf-849c-a7f3043ee38c","owner":[],"postedDate":"November 12th, 2025","published":true,"recentEditorialEvents":[],"rejectedJournal":[],"revision":"","amendment":"","status":"posted","subjectAreas":[],"tags":[],"updatedAt":"2025-11-16T17:08:35+00:00","versionOfRecord":[],"versionCreatedAt":"2025-11-12 14:35:19","video":"","vorDoi":"","vorDoiUrl":"","workflowStages":[]},"version":"v1","identity":"rs-7920332","journalConfig":"researchsquare"},"__N_SSP":true},"page":"/article/[identity]/[[...version]]","query":{"redirect":"/article/rs-7920332","identity":"rs-7920332","version":["v1"]},"buildId":"XKTyCvWXoU3ODBz1xrDgd","isFallback":false,"isExperimentalCompile":false,"dynamicIds":[84888],"gssp":true,"scriptLoader":[]}