Transportation planners have traditionally focused on different aspects of motorized transport. More recently, the importance of walking is being realized. Not only does every public transport trip start and end with a walking journey, walking as a main mode can reduce the number of motorized trips and reduce the accompanying negative externalities, such as road congestion, emissions and public transport overcrowding. Additionally, it has social and recreational value, and promotes physical and mental health (Southworth, 2005). For walking to be considered as a main mode, with the attractiveness of walking being dubbed walkability, several prerequisites are necessary. For instance, Speck (2012) puts forward that for a city to be walkable several prerequisites should be met. A walk should be useful (e.g. mixed use), safe, comfortable and interesting. In addition to this qualitative approach of describing walkability, approaches to quantify walkability have emerged. Walk Score, and other indices for walkability proposed so far are mostly ad-hoc, somewhat informative and refer generally to the closest amenities/public transport stops and the existing network structure. The weights of the attributes of the indices are generally arbitrary and do not reflect the independently measured preferences of the users and residents. Furthermore, they usually employ beeline distance measures instead of pedestrian network distances and do not include design attributes such as the layout of sidewalks, noise and speed level of traffic or street width, which are very relevant for actual planning decisions.