Addis Ababa Sidewalk Design and Maintenance Guidelines Addis Ababa Sidewalk Safety and Improvement Study March 2022 Report No: XXXX - AFR Addis Ababa Sidewalk Design and Maintenance Guidelines March 2022 The World Bank © 2022 The World Bank 1818 H Street NW, Washington DC 20433 Telephone: 202-473-1000; Internet: www.worldbank.org Some rights reserved This work is a product of the staff of The World Bank. The findings, interpretations, and conclusions expressed in this work do not necessarily reflect the views of the Executive Directors of The World Bank or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of The World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. Rights and Permissions The material in this work is subject to copyright. Because the World Bank encourages dissemination of its knowledge, this work may be reproduced, in whole or in part, for noncommercial purposes as long as full attribution is given to this work. Attribution—Please cite the work as follows: “Jia, Fantta, and Mercado. 2022. Addis Ababa Sidewalk Design and Maintenance Guidelines. Washington, DC: The World Bank.” All queries on rights and licenses, including subsidiary rights, should be addressed to World Bank Publications, The World Bank Group, 1818 H Street NW, Washington, DC 20433, USA; fax: 202-522-2625; e-mail: pubrights@worldbank.org. Addis Ababa Sidewalk Design and Maintenance Guidelines Contents Acknowledgement 1 Abbreviations 2 Glossary 3 Introduction 5 Part 1. Highlights of study findings 10 Sidewalks in Addis Ababa 11 Part 2. Sidewalk design and maintenance guidelines 22 1. Sidewalk geometry design 25 2. Universal Accessibility 29 3. Safe walk to and from schools 33 4. Crossings and Intersections 37 5. Urban Furniture 43 Addis Ababa Sidewalk Design and Maintenance Guidelines 6. Lighting 51 7. Sidewalk and Public Space Maintenance 53 8. Implementation Roadmap 57 Bibliographic References 63 Acknowledgement The Addis Ababa (AA) Sidewalk Safety and Improvement Study is undertaken as part of the Ethiopia Transport Systems Improvement Project (TRANSIP), under the general guidance of Ousmane Dione (Country Director for Ethiopia), Doina Petrescu (Operations Manager for Ethiopia), and Maria Marcela Silva (Practice Manager, Transport Global Practice) at the World Bank. The Global Road Safety Facility (GRSF) of the World Bank provided funds to support the study with funding from UK Aid. This report was prepared by a team led by Wenyu Jia (Sr. Urban Transport Specialist) and Bezawit Tesfaye Fantta (Transport Specialist) at the World Bank. Abinet Ergando, Director of the Addis Ababa Plan and Development Commission, is the task leader on behalf of the Addis Ababa City stakeholders. IDOM led the preparation of the report with sub-consultant, DA-YA consulting, as local partner. Key team members are Yessiel Mercado Alcalá (IDOM), Francisco Burgos Martí (IDOM), Alejandro Cuñat (IDOM), Estefania Mejía (IDOM), and Stephen Kome Fondzenyuy (World Bank Program Intern). This report benefitted from the participation and support of Government officials and experts from various Addis Ababa agencies and the Institute for Transportation and Development Policy (ITDP). Special thanks goes to the participants of the workshops held in June, August and December 2020, and in May, September and November 2021, to review and discuss the findings and recommendations of the study. Workshop participants included Fitsumbrhan Tsegaye Beyene from the Ministry of Transport and Logistics, Moges Tibebu and Tibebu Arega from the Addis Ababa City Road Authority, Emebet Tsegaye from the Addis Ababa City Traffic Management Authority, Behailu Gebereyesus and Hayu Alemgena from the Addis Ababa Transport Bureau, Said Abdella from the Addis Ababa City Government Environmental Protection and Green Development Commission, Tamirat G/meskel from the Addis Ababa City Infrastructure Development Coordination, Construction Permit and Control Authority, Mekonnen Bekele from Addis Ababa Land Development and Management and Dawit Belachew from the Addis Ababa City Rail Transport Service. The authors would like to thank Arturo Ardila Gomez (Lead Transport Economist), Yang Chen (Sr Urban Transport Specialist), and Radoslaw Czapski (Sr Transport Specialist) of the World Bank for their valuable comments and suggestions. Abbreviations AACRA Addis Ababa City Roads Authority GRSF Global Road Safety Facility ITDP Institute for Transportation and Development Policy LED Light Emitting Diodes LOS Level of Service LRT Light Rail Transit NACTO National Association of City Transportation Officials PRM Person with Reduced Mobility SWOT Strengths, Weaknesses, Opportunities, Threats TOD Transport Oriented Development Addis Ababa Sidewalk Design and Maintenance Guidelines UNESCO United Nations Educational, Scientific and Cultural Organization WB World Bank WHO World Health Organization Glossary Accessibility The relevant measures to ensure access for persons with disabilities, on an equal footing with others, to the physical environment, transport, information and communications, including information and communication technologies and systems, and other services and facilities open to the public or for public use, both in urban and rural areas. Source: General Law for the Inclusion of Persons with Disabilities Sidewalks Space for pedestrian movement and access, with the objective of improving connectivity and promoting active mobility. Additionally, they serve as a transition space between the city/public space and private establishments. Source: National Association of City Transportation Officials Tactical Urbanism Low-cost, temporary changes to the built environment, usually incities, intended to improve local neighborhoods and city gathering places. Source: Bike Utah Public space Area or place that is open and accessible to all people, regardless of gender, race, ethnicity, age or socio-economic level. These are public gathering spaces such as plazas, squares and parks. Connecting spaces, such as sidewalks and streets, are also public spaces. Source: UNESCO Glossary Traffic Calming Use of physical design and other measures, including narrowed roads and vertical or horizontal deflections, with the intention of slowing down or reducing motor-vehicle traffic and speed to improve safety for pedestrians and cyclists is known Traffic Calming. Source: NACTO Level of service defined a range of values to standardly describe the impact of contextual situations of density on pedestrian flows. Source: Fruin, 1971 Walkability index Walkability index is an indication of the built environment’s suitability for walking on a street or in a neighborhood The walkability of any neighborhood will increase when pedestrians are provided with a safe, comfortable, and accessible infrastructure. Source: Khaled Shaaban, 2019 Permeable A permeable façade refers to the street frontages or edges that allow a frontage visual or physical engagement between the street users and the ground floors of buildings Frequent openings and windows with few blank walls; narrow-frontage buildings that give vertical rhythm to the street edge; facade articulation; transparency that promotes eyes on the street; and uses spilling onto the street contribute to active frontages. Source: NACTO Addis Ababa Sidewalk Design and Maintenance Guidelines Transport TOD, or transit-oriented development, refers to integrated urban places Oriented designed to bring people, activities, buildings, and public spaces together, Development with easy walking and cycling connections between them and near- excellent transit service to the rest of the City. Source: ITDP Introduction “Lowly, unpurposeful and random as they may appear, Introduction sidewalk contacts are the small change from which a city's wealth of public life may grow.” - Jane Jacobs. Walking is the mode of travel predominantly This study aims to be the first systematic used in Addis Ababa as more than half of the approach in addressing sidewalk safety for total daily trips are made on foot. The warm pedestrians. It intends to raise awareness weather in Addis Ababa makes the use of and build analytics on unsafe walking this healthy and green mode of transport conditions, and connect pedestrians, possible. However, sidewalks are often sidewalks, urban design, and road safety narrow, uneven, obstructed, or non- with a comprehensive approach. existent, making them a nuisance and a safety risk for the most vulnerable road Throughout the study, the interrelationship users: pedestrians. In 2018, 363 pedestrians between the development of quality lost their lives in Addis Ababa. Based on pedestrian infrastructure and the statistics from the Addis Ababa Road Safety improvement of other key elements for the Annual Report 2017-2018, this figure City was proven: represented 76% of total fatalities per year • the need to increase vegetation, public caused by traffic accidents. recreational spaces, and green spaces. • the need to mitigate and adapt to climate Currently, the City does not have enough change, reducing the likelihood of research data regarding pedestrian flooding and facilitating movement in sidewalk safety, which prevents the City adverse weather conditions, such as rain, from formulating and implementing wind or heat; and finally, effective solutions. So far, initiatives have • the importance of fostering gender focused on roads and intersections, and not equality in the use of public spaces and on a systematic diagnosis of sidewalk safety. public transit. Addis Ababa Sidewalk Design and Maintenance Guidelines For this reason, the World Bank has These guidelines seek to promote the conducted the ADDIS ABABA SIDEWALK development of quality pedestrian SAFETY AND IMPROVEMENT STUDY, in infrastructure and environments, based on collaboration with Addis Ababa City the condition’s assessment and global best stakeholders, to develop strategies and practices. The information and visual tools, and address pedestrian safety issues. rendering shared provide recommendations and specifications for the policy makers to This project entailed a study in a selected consider when developing the City’s design area to identify the elements hindering and maintenance standards for urban roads, sidewalk quality and user safety, as well as sidewalks, public spaces, and transit- pedestrian infrastructure design, oriented development, some of which will construction and operation. be carried out as part of the technical Recommendations are made to maximize assistance program as part of the Transport accessibility and connectivity. Systems Improvement Program (TRANSIP). This document consists of two parts: the first briefly describes the conclusions of the diagnosis of Addis Ababa sidewalks in the study area, and the second presents sidewalk design and maintenance guidelines to be considered and adopted by the City based on the diagnosis and global best practice. 1. Highlights of study findings A diagnosis (based on innovative digital data collection and the urban inventory) has depicted the qualitative and quantitative characterization of current walkability conditions in the City, as well as the highlighting of other elements that impact user experience and perception. Sidewalks in Addis Ababa: A summary of the diagnosis findings on sidewalk safety and walkability, as well as the gap analysis on which this guide is based are presented. Please refer to the report on the Addis Ababa Sidewalk Safety and Improvement Study, a separate deliverable of the study, for further information. It is clear from the diagnosis that Addis Ababa requires pedestrian infrastructure design guidelines. These guidelines propose design solutions for each category identified during the diagnosis, including special designs for children in school surroundings and a sidewalk maintenance section. It is recommended that the city considers these issues during sidewalk design and guidelines implementation for the purpose of improving conditions for pedestrians. 2. Sidewalk Design and Maintenance Guidelines These guidelines aim to establish technical procedures and design parameters to facilitate the development of high quality, safe, inclusive, and sustainable pedestrian infrastructure, and increase accessibility for all road users. These guidelines feed into the city’s ongoing and planned studies related to sidewalks, including the Urban Corridor Design (ongoing), the Urban Road Design and Maintenance Manual (in its initiation phase), the Transit Oriented Development Study (upcoming), and others. Sidewalks Geometric Design: This chapter defines elements essential to a well- designed sidewalk, i.e., the basic concepts of a sidewalk, and the geometric criteria recommended, including width, height, slope and material. Introduction Universal accessibility: Refers to all the street elements which guarantee that a pedestrian can safely use a sidewalk, including pedestrian ramps, detectable surfaces, sound traffic lights, among others. Safe walk to schools: When it comes to inclusive design, we traditionally think of people with reduced mobility and not of users with other disabilities and needs, such as students and children around schools and in residential areas. Crossings and intersections: These are points in the urban road network where conflicts between different modes of transport are more likely to occur. Thus, making crossings safe for pedestrians is one of the priorities of sidewalk design. Urban furniture: Sidewalks are spaces for all kinds of activities, not only for moving. They are also used for resting, seeking shelter from the weather, sightseeing, and eating, among many others. Streets must be properly equipped to provide spaces and furniture for all these activities. Lighting: Well-lit spaces are critical to pedestrian safety, creating lively, inviting spaces at night and helping to prevent crime. Lighting design criteria should reflect pedestrian characteristics and improve visibility. Addis Ababa Sidewalk Design and Maintenance Guidelines Maintenance of sidewalks and public spaces: Publics spaces require proper maintenance as they are prone to wear-and-tear due to intensive usage. Disciplined maintenance of public spaces, including the use of new technology, can improve effectiveness and reduce costs in the long run. Roadmap to the implementation: Sidewalk and public space design requires constant revision by the city. Best practices include continuous monitoring and upgrading the pedestrian infrastructure. 9 Part 1. Highlights of Study Findings Sidewalks in Addis Ababa Walking and public transport are the The World Bank has conducted this sidewalk dominant forms of mobility in Addis Ababa, improvement study, in collaboration with making up an estimated 85% of trips. Addis Ababa stakeholders, to address the Pedestrian trips account for 54% of the problem. The challenges faced by total, with an average length of 1.5 pedestrians are analyzed based on a kilometers. detailed analysis of the key points of the Addis Ababa's pedestrian network within The share of pedestrian trips varies widely the study area, resulting in a diagnosis of across the city. For example, in the Addis their current mobility situation. Ketema sub-city, walking accounts for 78% of trips, while in the Bole sub-city only 40% By means of a gap analysis, the study turns of trips are made on foot. these challenges into actions and measures that lead to improved pedestrian Even though pedestrians are the most conditions, applicable to the rest of the city. important road actors in the city, street design in Addis Ababa has traditionally been This chapter summarizes the most relevant car-oriented, causing alarming road safety conclusions obtained from the diagnosis of issues and sidewalks being unsuitable for the current pedestrian infrastructure pedestrians. situation in the study area. 11 11 Addis Ababa’s Challenges Addis Ababa’s road safety history is very The rise in motorization rates and the peculiar and differs significantly from global development of high-speed roads without trends, the African context, and even from pedestrian considerations could explain the Ethiopian reality. In the last ten years, the increase of traffic accidents. Nowadays, yearly death toll related to traffic accidents more vehicles in Addis Ababa are circulating has risen by almost 50%, going from 395 in at higher speeds on roads designed to 2009 to 585 in 2019: an increase of almost prioritize private mobility. 200 fatalities in 10 years as shown below. Addis Ababa Sidewalk Design and Maintenance Guidelines Evolution of total road traffic deaths in Addis Ababa Source: TRANSIP, Consultancy Services for Monitoring and Evaluations. First Bi-Annual Report, 2020 12 Despite the increase in road fatalities, the The Addis Ababa road fatality rate by the traffic death rate remains relatively low in number of vehicles is higher than the world the city (14.7 fatalities per 100,000 people), average but lower than the continent and considering the world average (18.2 country rate. Therefore, it’s clear there is fatalities per 100,000 people), as well as the vast room for improvement in road safety. average for Africa, and the total rate for the country (nearly 27 fatalities per 100,000 Moreover, it is important to mention that people). the pedestrian share of road fatalities in Addis Ababa is alarmingly higher compared The road fatality rate for the city of Addis to all averages, with 76 % of total traffic Ababa is lower than the one reported for fatalities associated to pedestrians in the Africa by the World Health Organization city. 60 % of pedestrian deaths occurred (WHO), which, considering the context, can while crossing the street, which infers the be considered positive. The chart below significant deficiency of safe crossing points shows the comparison of road fatality rates in the city, while 69 % of deaths are related by population and by number of vehicles in to crashes between vehicles and the world, for the continent, for Ethiopia, pedestrians, reassuring the vulnerability of and for Addis Ababa. It also shows the non-motorised modes in the city. pedestrian share of total traffic fatalities. Rate comparison for road fatalities by population and number of vehicles, and pedestrian share of road fatalities. Source: *WHO **TRANSIP 13 Sidewalks in Addis Ababa The problems in pedestrian mobility in For instance, these problems are observed Addis Ababa span across design, along the LRT corridors represented in the construction, maintenance, and risky figure below, where wide and newer behaviors from road users especially drivers sidewalks in the curbs receive high and pedestrians. It is common in the city to pedestrian flows. The effective width of the find sites with inappropriate intersections, sidewalk is reduced by the invasion of deficient crossings, discontinued sidewalks, informal vendors and parked vehicles, poor accessibility options for vulnerable forcing pedestrians to walk along the road, users and intentional barriers such as guard mixed with vehicular traffic. Crossings for railing on main avenues. pedestrians are limited, thereby generating informal crossings. In other instances, sidewalks lack proper maintenance, leading them to be invaded by vegetation, rocks or debris and resulting in damaged elements. Moreover, the lack of traffic enforcement causes the sidewalks to be often obstructed by street vendors, retailers, parked vehicles or freight operations. Problems in sidewalks identified along LRT corridors Addis Ababa Sidewalk Design and Maintenance Guidelines 14 The study areas were selected based on The study area, jointly determined by the the following criteria: World Bank and the Planning and • proximity to the public transport system, Development Commission team, is a 5.4 km especially LRT. stretch along the LRT Line A corridorfrom • proximity to schools and workplaces. Meskel Square to Megenagna Station. • potential to build transit-oriented developments (TOD). The study area is illustrated in the image below. It consists of a section of the Line A This study aimed to identify potential and will be focused on three station areas to mixed-use areas that were already acting as conduct the fieldwork. However, these three a TOD or that are set to become one in the selected zones were not defined based on near future. In this light, an area along the particular spots, but rather based on specific Line A corridor was identified as a study surrounding buildings which, given their zone, especially east of the intersection with characteristics, were important generators Line B, as it meets all the preconditions and attractors of pedestrian mobility. established. It also presents the possibility of defining a series of recommendations in Its purpose is to provide a better an area under transformation and will soon understanding of sidewalk conditions and become a TOD area in Addis Ababa. analyses through site observation, user Additionally, this corridor is significant surveys, and design proposals. hotspot for pedestrian fatalities and warrants a sidewalk safety analysis. Study area Line A Line B 15 Sidewalks in Addis Ababa Selected study area (shaded in purple) along Line A corridor Meskel Square St. Urael Station The first study area was a one-kilometer- The second location is around St. Urael long corridor: it is an important transport Station. This area generates high demand Addis Ababa Sidewalk Design and Maintenance Guidelines hub where the two LRT lines converge. This for walking because it is an important area attracts many passengers who come in commercial and financial center, as well as to work at offices and stores, and who alight the religious buildings nearby. and board the LRT system. There is also a school nearby. A project from the Addis Ababa City Government is currently Megenagna Station improving the Meskel square area, creating a new underground parking, and improving Finally, the area of Megenagna Station the sidewalk width and walking area. presents some features in terms of the However, the new walkway lacks universal presence of buildings and commercial access. spaces. Currently, an elementary school, as well as a few government buildings are located nearby. 16 The following are highlights from the • Most of the network in the study area sidewalk conditions assessment. For a (79%) is associated with inadequate detailed description, please refer to the crossings. It is recommended to raise the final report on conditions assessment. number of crosswalks in the area to reduce travel distance for pedestrians and prevent • Road safety indicators in Addis Ababa, jaywalking. compared to other similar cities, are not that concerning. However, pedestrians are • Crossing accessibility is low (35%), as is the most vulnerable road users accounting the presence of safe crossing points in the for an alarming 76% of total road fatalities. network. An enhancement of pedestrian ramps on crossings should be considered. • More than 60% of the people surveyed reported walking almost every weekday for • Street illumination calls for work or school trips. This means that the improvements as only 48% of the street corridor has a vast potential to serve network have appropriate street commuting trips with walking. illumination. This is crucial for an enhanced sense of personal safety for pedestrian use, • In the study area, 39% of the network has especially at the evening. sidewalks widths greater than 2.5m, while 29% are in the range between 1.5m and • Tactile pavement for visually impaired 2.5m, indicating that 68% of sidewalks have users is non-existent in 54% of the network, acceptable dimensions in this LRT segment. and 52% of the network does not have However, 26% of the network doesn’t have adequate street lighting. any sidewalks, and those areas must be prioritized. Pedestrian improper crossings Pedestrian traffic obstacles 17 Sidewalks in Addis Ababa Non-permeable facade • The urban inventory reveals that sidewalks contain an adequate density of trees, especially in St. Urael and Meskel Squares. Replicating this shadowing design method in other segments of the network would be considered a best practice. • Most fronts or ground activities are not permeable or accessible (55%), making walking unsafe or uncomfortable, especially at night. • Users perceive that sidewalks are inaccessible (75%), unsafe in terms of infrastructure quality (66%), and unsafe in terms of exposure to traffic (63%). Similarly, they express their discontent regarding flash floods (62%) and the lack of continuity of sidewalks (46%). • In the study area, 20% of the sidewalks are obstructed by obstacles. Most of the obstacles are trash, holes, or construction waste (63%). However, it is visible that street vendors (37%) occupy more of the street width than trash. Roundabout in study area Addis Ababa Sidewalk Design and Maintenance Guidelines 18 Vision to actions Sidewalks in Addis Ababa The improvement strategies proposed for this study should be aligned with the transport and mobility vision for the City, as defined in the Addis Ababa Transport Development Plan. As part of this Vision, three main 2030 Goals are presented: • Promote rapid and affordable mass transit, including light rail, bus rapid transit and local buses. • Improve the safety and attractiveness of already popular modes such as walking and cycling. • Contain the increase of private vehicles to minimize traffic congestion and pollution. Under the overarching vision for 2030 guiding pedestrian mobility, this study focuses on the short-term strategies to move the city in that direction. Therefore, new goals for the short-term are set. . This guide is presented as one of the key strategies to improve sidewalks and public spaces in Addis Ababa. The guide proposes measures and Addis Ababa Sidewalk Design and Maintenance Guidelines specifications for improvements, such as sidewalk geometry, universal accessibility, and crosswalks. Additionally, it embraces new elements in terms of design, construction and maintenance of sidewalks, children’s needs, maintenance requirements, and a project implementation roadmap. 19 20 21 11 Part 2. Sidewalk Design and Maintenance Guidelines SIDEWALKS GEOMETRIC DESIGN 1. Sidewalk Geometric Design Tactile pavement Sidewalks are a basic element of the public space in any city. It is the place dedicated to pedestrians, the most vulnerable street users, and their activities. Pedestrians must share public spaces with other modes of transport with higher speeds, such as motor vehicles or cyclists, meanwhile pedestrians are those who suffer more injuries in case of an accident. This requires the city to have the tools to design streets to protect the integrity of pedestrians and to prioritize sidewalks over other modes of transport. This document describes the recommendations for designing, building and maintaining sidewalks taking into consideration the characteristics and needs of the city of Addis Ababa. Well-designed sidewalks take the following elements into consideration: • have a clear path that meets accessibility and pedestrian volume needs. • provide enough room for conversation to coexist with movement. • be well-lit at night. • have inviting building edges. • have shaded places and furniture adequate for resting, observing and socializing. • have wayfinding systems. 25 11 Sidewalk Geometric Design Sidewalk sections Sidewalks tend to be seen as spaces The image below describes the minimum assigned exclusively to pedestrian traffic, zones that a sidewalk must have in order to yet, it is a space with a wide variety of uses, be functional. including zones for placing urban furniture, places where the interaction between private and public space occurs, and areas for recreation and resting, as well as for eating and sightseeing. Sidewalk zones Addis Ababa Sidewalk Design and Maintenance Guidelines Frontage zone Pedestrian through zone Street furniture/ Curb zone The frontage zone is the This zone acts as a buffer section of the sidewalk between pedestrians and that functions as an cycle lanes, parked cars, and The clear path has at least 1.8– moving vehicles. It provides extension of the building. 3.2m wide in residential settings space for amenities such as It varies in width, the and 2.5–4.5m wide in benches, lighting, cycle minimum length of it is downtowns, school zones, or parking, kiosks, etc. 0.5m. commercial areas with heavy pedestrian volumes. The continuous path for walking, free from obstructions, should have a minimum clear width of 3m. 26 Sidewalk Geometry Minimum width Minimum width is recommended in places The conceptualization of a new road project where there is significant pedestrian flow: a or street improvement must preserve a pedestrianstrip of 3m should be considered minimum sidewalk width that is so that at least two people in wheelchairs proportionate to the category of the road in can travel side by side. If designing for low the network. It is recommended that the pedestrian flows, it should be based on the sidewalk width not be less than 4.0m if wider movements of persons travelling by located on principal or sub-arterial streets, wheelchair or with a service dog, for which and no less than 3.2m on collector and local a 1.8m clearance for maneuvering is streets. required. 2.5 0.1 Street furniture/ Pedestrian through Frontage zone Sidewalk width Curb zone zone width (m) width (m) (m) Width (m) 2.50 1.80 0.60 - 2.50 – 4.50 1.80 – 3.20 0.60 – 1.00 0.50 4.50 – 10.00 2.40 – 4.50 1.00 – 3.00 Variable Minimum height Minimum sidewalk dimensions Requirements for pedestrians’ and other users’ comfort and safety include minimum clear heights. Components Clear height (m) Minimum clear height 2.10 Ceiling in underpasses 3.00 Signs on sidewalks 2.10 Signs on bicycle lanes 2.30 Tree branches 3.00 Balconies, sidewalk roofs 2.60 In general, it is recommended that sidewalks have a height of 14 cm measured from the roadway level; however, this may vary depending on the accesses in nearby properties and should be studied on a case- by-case basis. 27 Materials Materials shall include: Sidewalk Geometric Design • Concrete tiles The materials used should allow for • Cement tiles movement, both for wheelchair users, as • Mixed terrazzo, concrete and cement well as people using crutches or canes, in tiles dry and wet surface conditions. • Dressed, semi-dressed and cobble • The surface finish of the circulation zone stones should be fully continuous, firm, flat, and • Roughly dressed granite cobble stones slip resistant. (in high standard city centers). • Unstable materials, such as sand or Example of sidewalk material gravel, are not considered accessible and should not be used in a pedestrian walkway. • Construction materials affect the aesthetics, use, durability, and sustainability of urban streets and pedestrian infrastructure. • Apply different pavement structure and surface materials to central areas where pedestrian activity is considerable, and outer zones where pedestrian movement is minimum. Slopes Maximum sidewalk slope Cross slopes usually run from the frontage strip to the vehicular stream. This allows for gradual runoff of rainwater into the drainage system, sometimes passing through planters, which prevents runoff going into buildings and puddles forming on Addis Ababa Sidewalk Design and Maintenance Guidelines sidewalks. It is recommended that all longitudinal sidewalk strips be at the same level and that they be constructed with a slope of between 1% and 2%. To maintain continuity, a slope of 6% or less should connect the sidewalk to the cross slope. Vehicular ramps • Sidewalk continuity must be guaranteed in terms of level and width, so that, at the The implementation of vehicular ramps is of property access points, pedestrian great importance as this is where vehicles circulation is enhanced. interact with pedestrian infrastructure: • Access ramps should be restricted to careful considerations must be made street furniture/curb zones, so that they regarding pedestrian flow. A longitudinal do not encroach on the circulation zone slope can be understood as a "ramp of great and always maintain the same level. length", in which its slope percentage must • Access ramps should be as short as be as small as possible: always less than 6%. possible so as to avoid interrupting Some elements to take into account are: pedestrian traffic as much as possible. 28 SIDEWALKS GEOMETRIC DESIGN 2. Universal Accessibility Cities are places for people who use streets Accessible infrastructure for walking and resting, sitting, playing, and waiting. This requires making people the highest priority in street design, with careful consideration for the most vulnerable users: young and senior citizens, as well as persons with physical constrains or disabilities. Street design should always prioritize infrastructure safety for pedestrians and measure its success from the pedestrian’s perspective. A walkable and safe city offers its citizens independence and equity. Pedestrian ramps Pedestrian ramps are inclined planes that help overcome the difference in level between the sidewalk and the roadbed by Non-slip material should be used and there providing continuity in the surface with a must be a maximum slope of 1:12 (8%)— gentle slope (maximum 6%). To guarantee ideally 1:16 (6%). The ramp width should be accessibility, pedestrian ramps should be as wide as the clear path: at least 1.8m installed at every pedestrian crossing and wide, though 2.4m is recommended. level change. These ramps are critical for people in wheelchairs as well as those A level landing of with a minimum length of pushing strollers, carts, or heavy luggage. 1.8 m accommodates the maneuvering of a wheelchair. 29 11 • They should be aligned perpendicular to Universal Accessibility Perpendicular curb ramp the pedestrian crossing. • Complementary works for storm drainage must be considered. • Pedestrian protection elements, such as bollards, should be placed at the edge of this type of ramp, facing the vehicle lane. • Their distribution should include a free passage area of between 1.5m and 2.0m between these elements. • The central straight ramp should have a Blended transition ramp maximum slope of 5% and the triangular side ramps, one of 6%. • Complementary works for storm drainage must be considered. • The width of the center ramp surface must coincide with the crosswalk marking. • The trim must be of a contrasting color compared to the vehicular lane. • Pedestrian protection elements, such as bollards, should be placed over the tactile warning strip. Their distribution should include free passage areas of 1.50m and 2.00m between these elements. Parallel Curb Ramps • Straight side ramps will have a maximum Addis Ababa Sidewalk Design and Maintenance Guidelines slope of 6% and will be rectangular in shape. • The approach area shall have a maximum slope of 2% towards the vehicular lane. • Complementary works for storm drainage must be considered. • The width of the center ramp surface must coincide with the crosswalk marking. • The trim must be of a contrasting color compared to the vehicular lane. • Pedestrian protection elements, such as bollards, should be placed over the tactile warning strip. Their distribution should include free passage areas of 1.50m and 2.00m between these elements. 30 Pedestrian Ramps • Vehicular entrances and ramped accesses should be designed to avoid obstructing free traffic on the sidewalk. • The vehicular ramp must be straight, and its width must not be greater than the width of the street furniture strip of the sidewalk. • The vehicular ramp must have a maximum slope of 15%. • For sidewalks with a width of less than 2.0m, the access solution must have a zone at the vehicular lane level and two straight ramps of 6%, perpendicular to pedestrian circulation. Detectable Surfaces Provide tactile paving or detectable warning strips at curb ramps and other transition points between pedestrians, vehicles, or shared areas. Detectable surfaces should have a distinctive texture, used universally, intended to alert people they are approaching a conflict zone. A tactile route should: Block indicates “go” • be complemented with tactile- visual signals and ramps. • be located on the safest routes for the visually impaired and in the area with least pedestrian flow. • be marked to connect public service areas. • be marked on sidewalks to lead to the tactile warning strip before the crosswalk, when and wherever required. • include signaling for route interruptions due to grates, sewers, construction, etc. Block indicates “stop” 31 Universal Accessibility Audible traffic lights • Audible signal tone: must be an intermittent, soft chime with consistent Audible traffic lights emit audible signals to frequency, with one tone for the green guide visually impaired pedestrians when phase interval and three tones for crossing an intersection. They must comply clearance or eviction. The volume must with at least the following elements: be adjustable for day and night. The • Location: the device should be placed sound must be directed in a line parallel facing the pedestrian signal and be to the pedestrian traffic signallight. aligned with the opposite sidewalk • Step request button. It’s color should be above, the crosswalk. The minimum contrasting and contain an arrow in high distance between two emitting sources relief indicating the direction of the should be 3.0m. crosswalk. The corresponding • Phase: the minimum duration of the information sign must also be placed to green phase should be sufficient for indicate the user they must press it to be disabled persons and persons with granted passage. limited mobility to cross, considering speeds of 0.3 to 0.5 m/s for people with reduced mobility. Traffic lights with audible signals Addis Ababa Sidewalk Design and Maintenance Guidelines Gender According to World Bank Handbook for Some strategies to improve the quality of Gender-Inclusive Urban Planning and women's mobility include: Design, women have different mobility needs and behaviors, therefore, their • actively include the voices of women, dynamics must be supported. girls, and sexual and gender minorities. Women are more likely to walk or use • meet the needs of women of all ages transit, and to have limited mobility, for and abilities. example due to carrying children. Inclusive • monitor and evaluate participative strategies for women should be taken into planning and design. account to promote sustainable mobility for this population group. 32 SIDEWALKS GEOMETRIC DESIGN 3. Safe walk to and from Schools Sidewalk design must consider all potential Designing streets for children requires users, regardless of age and size. unique strategies and decisions to create Unfortunately, nowadays, most streets do child and caregiver-friendly spaces that not address the specific needs of children. allow their active use. These spaces must To include children in sidewalk design, it is provide the necessary safety for different necessary to adapt dimension spaces and ages, for users to be comfortable, and give furniture to their size and consider their an educational approach for children. preferences and habits. Recommendations aim at promoting good levels of walkability for children and special attention is paid to places often frequented by children. Children and caregivers using pedestrian infrastructure 33 11 Safe walk to and from schools Safety conditions Infrastructure degradation Streets at different levels must guarantee the safety of all users, including children and their caregivers. Streets and sidewalks must, at least, have adequate and safe walking and cycling infrastructure. Connectivity should also be ensured with safe corridors with pertinent signaling, lighting, water, and waste management. Define standards to improve safety, accessibility, and mobility: appropriate measures, characteristics, and strategies must be defined for each situation, taking into account parameters that guarantee the safety and comfort of children and caregivers: • Shortened pedestrian crossings; • Raised pedestrian crossings with installed bollards along the sidewalk. Ensure inclusion of pedestrians of all ages through usable, continuous, safe and Reduce traffic accidents involving children by accessible sidewalks: sidewalk safety must implementing strategy to set speed limits: address the needs of minors, their caregivers, reduce speed limits and match them to design as well as additional elements such as cars speeds of 30 km/h. that demand additional driving space. • Create 30 km/h zones near schools and playgrounds. Addis Ababa Sidewalk Design and Maintenance Guidelines • Reduce traffic speed by minimizing the number of general-traffic lanes. • Install speed bumps . 30 34 Comfortable conditions User interaction within pedestrian infrastructure Lack of infrastructure Children and caregivers should be encouraged to spend more time on the streets through interventions that foster more trips in active mobility modes and make school trips more pleasant. Streets should include adequate spaces for children to move around easily and comfortably, wide enough for them to be accompanied by adults. Children require moments of pause and rest. Streets, therefore, need to include spaces specifically designed for quick activities, taking breaks or playing a short game. Adequate spaces for enjoyment must be present along routes. For this reason, spaces for leisure and lingering act as destinations and invite children and their caregivers to spend more time in them. Streets should incorporate additional elements such as vegetation, games and educational features. 35 Safe walk to and from schools Educational spaces It is critical that children's spaces foster • Adding playful and interactive learning and inspiration. Children are elements, such as a chalkboard and greatly influenced by their environment, water features to incorporate play into especially in their earlier years.Therefore, everyday life. inspirational and educational streets are • Painting crosswalks, widening important as they contain spaces for sidewalks, and adding pedestrian learning, development and play, and offer ramps. opportunities for developing of the • Using ground-surface paving patterns imagination. along sidewalk clear paths, furniture zones, or active building edges. Streets should also be designed to foster • Using landscape elements such as social interactions. Extending the street planters and tree pits gives children a experience to adjacent spaces which make chance to engage with nature. streets more active and interactive. For this purpose, there are different mechanisms that bring more activity to the streets and foster children’s presence: Streets as playgrounds Addis Ababa Sidewalk Design and Maintenance Guidelines 36 SIDEWALKS GEOMETRIC DESIGN 4. Crossings and Intersections Safe and numerous pedestrian crossings foster a walkable environment. Pedestrians are especially sensitive to minor shifts in grade and geometry, detours, sidewalk materials, and lighting quality. Thus, pedestrian crossing design can shape pedestrian behavior, while guiding people towards the safest possible route. The objectives of redesigning an intersection are twofold: to arrange the trajectories of the various road users, and to reduce vehicle speeds. Organizing the users’ movements creates for more predictable circulation paths. The trajectory of those who move must be the one that responds to the pedestrian desire line, that is, the most direct natural route of passage that connects pedestrians to their destination. This is crucial, as it is the only way to ensure that crossing pedestrians will use the new design as intended. It is also recommended that the crossing be perpendicular to the sidewalk. Crossings and Intersections Location Signalling of crossings Crosswalks are not only found at intersections. Best practices include the placement of mid-block crosswalks, especially in areas with important travel attraction points, such as bus stops, mass transit stations, parks, plazas, monuments, or even public building entrances. Crosswalks should follow pedestrian desire lines, connect points of origin and destination with the shortest possible route, and be comfortable and attractive. In addition, crosswalks should be placed every 80-100m, since crossing distances greater than 200m can encourage crossing Along those lines, it is recommended to at inappropriate places, putting pedestrians keep crosswalks as close as possible to the at risk. The same happens with traffic light corners of intersections, as they increase timing: long waits encourage pedestrians to visibility and make pedestrian paths direct. risk crossing the street even if they do not have the right of way. Crossings location Addis Ababa Sidewalk Design and Maintenance Guidelines Safety measures Intersections and crosswalks are key points • Length: reducing conflict points by in mobility infrastructure. These are where reducing the distance pedestrians must the interactions between different road walk. users occur and, therefore, are where traffic • Visibility: increasing visibility for all road accidents are most frequent. users. • Traffic calming: reducing motor vehicle Some of the most relevant elements to speeds reduces the likelihood and generate safercrosswalks are: impact of accidents. • Marks and signalization: visible • Crossing level: providing a continuous crosswalk marks and traffic lights with level for pedestrians is a tool to prioritize enough time to allow people to cross pedestrians over vehicles. safely. 38 Marks and signalization Distance travelled by different users in 12 seconds All crosswalks, regardless of material used or distance, must be adequately marked. Signaling increases visibility for all road users and provides the tools to make correct and timely decisions on how to behave. Crosswalks should be as wide as the adjacent footpath, and never narrower than 3m. Zebra markings are preferred for Addis Ababa as they are the most recognized by road users. Traffic lights at intersections also have a major impact on pedestrian safety. Traffic signal cycles should provide pedestrians sufficient time, considering different walking speeds, to traverse the crossings from one safe point to another. Pedestrian Crossing 39 Crossings and Intersections Length At an intersection, reducing the distance through the intersection limits the points of conflict with vehicles, decreasing the likelihood of accidents. Traffic calming elements should be supplemented by appropriate road markings and signage. There are several design elements that can help reduce pedestrian travel distance, the most used are outlined below: Curb Extension Example Curb Extensions: visually and physically narrow the roadway, creating safer and shorter crossings for pedestrians while increasing visibility and space available for street furniture, benches, plants, and street trees. Median Example Medians: are barriers in the middle of the street that act as islands and separate traffic flow. They minimize intersection size and crossings by creating a 2-step crossing for pedestrians. Medians should be provided on all streets atpedestrian crossings. Addis Ababa Sidewalk Design and Maintenance Guidelines Diagonal Crossing Example Diagonal Crossing: are multimodal intersections on arterial streets which minimize crossing distances and pedestrian exposure by stopping all vehicular traffic and allowing pedestrians to cross in every direction. 40 Visibility To facilitate decision making and reduce the Speed also plays a fundamental role: the likelihood of accidents, visibility is key for higher the speed, the more reduced the road users. driver's cone of vision and the longer their reaction time. Traffic calming measures Increasing visibility encourages pedestrians are, therefore, closely related to this to walk at the roadway level. Vegetation criterion. should be frequently trimmed to prevent it from obstructing the field of vision, and there must be lighting to ensure that drivers are able to see pedestrians at night. Driver visibility according to vehicle speed Crossing levels It must be highlighted that pedestrians are They increase pedestrians’ efforts and more vulnerable than any other road user. distance travelled, increasing the They move by making a physical effort probability of jaywalking at unmarked (walking or running), and, potentially, points. Furthermore, overpasses require carrying some kind of load. Therefore, additional maintenance, both in terms of pedestrians should take the most direct and infrastructure and cleaning. The lack of least strenuous routes. maintenance makes these places unattractive and unsafe for pedestrians. If possible, pedestrian crossings should be at a grade. The building of overpasses and underpasses is strongly discouraged in urban areas: for example, footbridges should be avoided because they are inconvenient, inaccessible, and unsafe. 41 Traffic calming Crossings and Intersections The speed of motor vehicles is the common factor to all elements used while aiming to improve safety levels for road users. The most dangerous accidents involve vehicles moving at high speeds. The measures of signaling and reduction of pedestrian travel distance help bring down vehicle speeds by preventing the driver from assuming they have priority passage on the road. These measures can be complemented with design measures that force the driver to slow down upon approaching an intersection. Some of the most commonly used are: Redistribution of street profile Lane narrowing: Narrowing lanes and reducing the total number of lanes on arterial streets restricts the space available to vehicles, and encourages drivers to go slower. The recovered space can be reclaimed to increase the width of sidewalks or provide separate areas for other users, such as widening sidewalks, creating a bicycle lane, or allocating an exclusive lane for transit. Turning Radii Reducing turning radii: In terms of speed, one influencing design feature is the turning Turing Radius radius, which is the distance from a central point to a point on the semicircular path that vehicles make when changing direction Addis Ababa Sidewalk Design and Maintenance Guidelines (see Illustration). The wider the turning radius, the higher the possible speed, the narrower the turning radius, the lower the speed. Raised pedestrian crossings example Speed bumps or raised pedestrian crossings: Geometric elements can help enforce speed limits in places where enforcement is more difficult. At intersections, raised pedestrian crossings are the most recommended. They prevent pedestrians from making changes to travel paths, and promote more direct and accessible itineraries. However, these measures are more suitable for local roads. 42 SIDEWALKS GEOMETRIC DESIGN 5. Urban Furniture Sidewalks have different longitudinal • Green area: used as an area of soil without components that allow us to locate different pavement for trees and plants to live in, elements that fulfil a specific function when and for the purpose of rainwater referring to walkability and connectivity for absorption. users. Within these spaces, furniture and • Furniture area: used for furniture- related vegetation strips stand out: these activities, such as public transportation correspond to the area destined to stops, public telephones, benches, or accommodate urban furniture and garbage bins. vegetation (street lighting poles, vertical • Infrastructure areas: intended for the signs, traffic control, among others). placement of poles for lighting, electricity, telephone, and internet cables, vertical signals, among others. Furniture zone and different elements 43 1 Urban Furniture Vegetation Street vegetation contributes to the aesthetic quality and bioclimatic comfort of spaces, mainly consisting of trees, shrubs, and planters. The plant palette will include plants and trees selected from the approved vegetation catalog, and has the ability to absorb and filter water so that it can be returned to aquifers free of pollutants. The Ministry of Urban Development and Infrastructure Street design manual has proposed a fine grained, dense, small and medium leaved deciduous tree, based on the geographic location and topography of the city. Vegetation choices should prioritize the role to be played so that more people can enjoy a space. It is recommended to use species from the region to favors their long-term existence and maintenance. Addis Ababa Sidewalk Design and Maintenance Guidelines • Provide a shaded and comfortable space, Obstacle-free area requirements mitigating the heat, which is relevant for promoting mobility on foot or by bicycle. • Offer efficient drainage systems that use the absorption capacity of soils. • Provide vegetation, soil, and natural processes that capture and infiltrate, or evaporate water, before it enters the pipe system. • Mitigate the impact of motorized traffic (for example, noise). • Reduce noise. Trees and vegetation have been found to reduce urban noise by 3 to 5 decibels. • Reduce stress and aggression: urban trees and vegetation help reduce stress levels and aggressive behavior in cities, and have been linked to crime reduction. • Improve air quality and increase comfort. 44 44 Utility furniture Garbage bins: Garbage bins examples They are used to store the waste produced in public spaces to ensure clean streets and prevent pollution. They must, therefore, be visible and located at accessible spots in public spaces. Phonebooths: Phonebooths Vending machine Public telephones should be located next to pedestrian circulation areas (ideally, near rest areas and public transport stops). Vending machines: Street vending provides essential goods and services to a wide range of population groups. If appropriately designed, vending should be a part of the streetscape, without interfering with other elements. Drinking fountain example Water: The availability of drinking water for all users increases comfort in public spaces. Leisure furniture Benches dimensions Benches: The main function of benches is to provide a resting space for road users, but they can also represent decorative elements and increase the visual quality of public spaces. They should be included according to pedestrian flow, potential users, available space, and should be placed so as not to create pedestrian barriers on streets where permeability is required. 45 Urban Furniture Playgrounds: Playing areas Playgrounds where children can walk, exercise, and enjoy public spaces should be built near schools. This makes it easier for them to move around. Multimodal furniture Bicycle area Bicycle parking spaces: Bicycle parking promotes active transportation and facilitates multimodal transit. It should be located near access points to different destinations; And demand, area needs, multimodal transit points, and avoiding obstruction of user paths are all elements that must be considered. Addis Ababa Sidewalk Design and Maintenance Guidelines Bus stop area Bus stops: Bus stops provide waiting areas and shelter users from the weather. For implementation, the number of routes that operate, the dimensions of public transport vehicles, and the site's climatic conditions must be considered. The area for boarding the vehicle with a wheelchair must also be taken into account. 46 Weather protection Weather is a factor that affects pedestrians The sun's movement over any given street, directly. Considering that weather shade points and schedules, must all be conditions may become more adverse due considered when establishing strategies for to climate change, it is becoming the location of main sidewalks, location of increasingly important to adapt streets to bicycle lanes, and vegetation to generate provide shelter from rain and sun. The natural shade barriers. placement of awnings and canopies on facades wherever it is possible is a strategy In streets with large pedestrian spaces that that not only reduces weather exposure, do not have sufficient shade, the placement but also helps give character to the streets. of free-standing shade structures is It is recommended that a uniform image be recommended, following the examples promoted by making these elements factors from other cities where these elements that can make streets eye-catching. have been successfully used to make streets more attractive. Elements protecting from weather conditions 47 Urban Furniture Shops and street vendors Commerce is an integral part of any city, However, certain considerations must be and streets must be designed to kept in mind: accommodate commercial activity. Many people use the streets to sell and market • The location of vendors and products. The interaction between the their accommodation must be based on people who participate in these activities the local context. plays a determining role in creating vibrant • Furniture zones along the sidewalk must and dynamic streets. The presence of be defined. vendors in the streets can have very positive • Design structures should be consistent effects on the habitability of urban spaces, and can be fixed or mobile. if the situation is properly managed and • Clear regulations must be set and they are adequately placed. However management of vendors carried out. uncontrolled vendors can disrupt essential • Maintenance must be planned, including urban mobility activities. regular cleaning and waste and water management. To benefit from street vendors, relevant • Standards must be determined that spaces must be designated to allow for healthy and safe activities. accommodate commercial activity, and balance is an important component for These recommendations should be taken users at any location. In short, commercial into account so that commercial activities uses foster vitality and activity, support may complement the daily activities that local economies, and make streets more take place in the streets. livable and attractive. Some examples of possible incorporation Outdoor commercial space of street commerce are: • Extension of commercial use on sidewalks. • Location of vendors on sidewalks. Addis Ababa Sidewalk Design and Maintenance Guidelines Street vendors should not be permitted to obstruct the spaces intended for pedestrian movement or reduce the minimum area provided for pedestrian traffic. Vendor spaces and frontage expansions must be controlled by strict Shopping places in Addis Ababa measures regulating the spaces destined for traffic and those for commercial establishments and their related activities. In addition, there must be adequate correlation between street vending area definition and active mobility infrastructure to ensure continuity and accessibility. 48 Signage and wayfinding When walking down a street, people must Generally, information is displayed with an make a series of decisions in terms of their accessible design that recommends movements that entail identifying specific placement between 0.90m and 1.80m urban landmarks and visualizing the signs above the floor level to allow for that will allow them to understand where visualization by persons in wheelchairs, as they are. The strategies to design well as persons who might be standing. wayfinding programs are called wayfinding strategies. Information signs should contain at least: Signage for pedestrians should be • location map with information for a 5, 10, consistent, with clear visual language that and 15 minute walking radius can be universally understood. It should • the names of surrounding streets provide information that will allow users to • the most important tourist attractions switch mobility modes and navigate local • a list of specific services that can be street networks. Signage and wayfinding found in surrounding streets should be scaled at eye level and be visible • restaurants and entertainment venues for adults, children, and people using • maps of public transport routes wheelchairs. • information regarding accessible routes. Wayfinding systems are intended to guide These should be located at strategic points city travelers. It has been proven that where pedestrians, and especially tourists, effective information increases walkability walk by and at locations with high visitor in cities; and therefore, citizens should be flows, such as tourist attractions, temples, provided with as much information as transport stations, parks or markets, among possible during their journey based on the others. following principles: Wayfinding example 49 Urban Furniture Green Infrastructure The concept of green infrastructure represents an alternative to the traditional or "gray" stormwater management infrastructure (sewage system, pipes and canals). The development of infrastructure that allows the capture, collection and filtration of water through vegetated spaces is promoted. This type of infrastructure has many advantages, particularly, that it fosters the creation of green spaces, water conservation for irrigation purposes, and flood risk mitigation based on a reduction of the stormwater load on the sewage system. Seeking to adapt to climate change, and recognizing the importance of creating resilient cities, the development of sustainable stormwater management systems through green infrastructure is being promoted in cities worldwide. Vegetation design Design considerations for green infrastructure should be based on site conditions like water level, soil permeability, and urban drainage. These parameters will determine the possible landscaping designs or sustainable urban drainage systems. Bioswales, rain gardens, and permeable pavements are among the most commonly used systems. All designs and elements selected to compose green infrastructure must be tied Possible climate variation to the site's climate conditions, the Addis Ababa Sidewalk Design and Maintenance Guidelines precipitation level, and the amount of filtered water, because they influence the acceptable behavior of the drainage systems and vegetation of the pedestrian infrastructure. Also, species chosen are equally important given that they must adapt easily to the environment in which they are planted. Design based on vegetation conditions Species selection is also based on the quality of the space created, as it is necessary that they easily adapt to the climatic conditions and provide benefits to pedestrians. 50 SIDEWALKS GEOMETRIC DESIGN 6. Lighting Well-lit spaces are critical to pedestrian safety because they become lively spaces that are inviting at night and help prevent crimes. Pedestrian-scaled lighting should be installed along all streets, ensuring appropriate light levels and spacing to prevent dark spots between light sources. Brightness levels should be greater along commercial streets, and softer inresidential areas. Poles and fixtures should never obstruct walking paths. Lighting implementation in public spaces is crucial for strengthening the sense of security, inhibiting criminal behavior, and increasing the aesthetics and prestige of a site. For traffic movements, lighting plays a crucial role, especially in areas of conflict such as crossings, highway exits, and intersections. Poor lighting significantly reduces sight distance and visual clarity for all users, even when there are no obstructions in the line of sight. Energy inefficiency can cause high operating costs, and poor use and low maintenance are among the factors that most impact the cost of street lighting. Lighting The installation and good maintenance of Shielded and cut-off fixtures with energy- streetlights can be a timely solution to the efficient light bulbs are more cost-effective safety problem of road users. Some as they use less energy by directing the light objectives of public lighting are: toward the ground, reducing light pollution. • to discern other road users and their circulation areas, especially in areas A consistent approach to color temperature where vehicular and pedestrian flows should be applied throughout the lighting intersect. plan, although different color temperatures • to stress public road obstacles and can be used to signify other users or types variations in geometry. of travel. For example, 3000 Kelvin (K) is • to foster safety in public spaces, as well often used for pedestrian paths, and 5000K as allow for nighttime activities. for vehicular paths. Lighting zones must include pedestrian Low-energy solutions such as Light Emitting traffic areas, in addition to vehicular traffic Diodes (LED) minimize energy consumption areas. Lighting at intersections can reveal and light pollution. LEDs have a long lifespan those intersections to approaching vehicles, of 50,000–70,000 hours when not operated stress the presence of obstacles, signage, at high temperatures. directions, and make vehicle and pedestrian movements clearer. Alternative power sources such as solar panels or battery-operated lighting can be Lighting from light poles and fixtures should used in areas where power is not always aim directly onto the street to minimize easily accessible, such as informal glare, as well as light pollution that could developments. negatively impact residential areas at night. Lighting design example Addis Ababa Sidewalk Design and Maintenance Guidelines 52 7. Sidewalk and Public Space Maintenance Maintenance plays a key role in having Secondly, based on experience, proper suitable and safe infrastructure and can be a materials are key to the longevity of real challenge in cities with adverse or sidewalks. Therefore, designers are varying weather. encouraged to base their material type and quality decisions on infrastructure The authorities in charge of infrastructure maintenance, which must be suitable for design and construction are not usually the the intended use in terms of traffic ones responsible for maintenance. First, the intensity, weather, and other specific authorities in charge with maintaining public conditions. For instance, using light color spaces are usually local authorities, which pavement can make a street look dirty, may have difficulties in terms of budget, even with constant cleaning; and massive public transport entrances must be made staff, tools and equipment, and the with extremely durable materials on the necessary knowledge to provide stairs and pavements to resist heavy foot maintenance services for best conditions. traffic. 53 11 Importance of public space maintenance Sidewalk and Public Space Maintenance Public space maintenance is often forgotten or given less importance than design and construction. However, it is crucial to the enjoyment of the public space. Arguments for highlighting the maintenance's importance are described below: It provides durability Urban and public spaces should be available for the entire life span of the materials used. It promotes correct usage Poor maintenance can affect the intended usage as well as the lifespan of the design. For instance, a dirty bench or a broken swing cannot be used. It reduces risk of accidents A space that lacks maintenance can be dangerous and inaccessible. For instance, uneven pavement surfaces can cause people to fall. It also affects transit users, particularly people with reduced mobility or baby carriages. It can reduce the cost of expensive repair when it’s done regularly Maintenance has a cost and involves the allocation of human and budgetary resources. Budgeting for routine repairs can also prevent deterioration from becoming more significant and generating higher costs. It improves appearances Lack of maintenance projects a bad image and generates negative opinions, making the location being considered unsafe. Maintenance plan Moreover, it is recommended that a • Definition of Level-of-Service Standards: Addis Ababa Sidewalk Design and Maintenance Guidelines measurable maintenance plan be The city can set policy standards for an developed, based on periodical inspections acceptable level of service for to determine sidewalk conditions and infrastructure maintenance These prioritize actions to be carried out regarding performance standards must be clear the network. and easily communicated • Tracking and managing assets with a A maintenance plan should include: mobile application: an accurate and current database of geographic • Definition of roles and responsibilities: information system (GIS) assets is a Clear responsibilities for tracking, powerful tool for maintaining a high level inspecting, and maintaining public of system performance. The city can spaces are essential within and across develop a feedback mechanism involving departments and agencies. The city monitoring, maintenance, and design needs to define clear roles and protocols staff. for the care and monitoring of assets • Type of maintenance: There are during the design process, as well as different types of maintenance that must enter into agreements or memorandums be complemented based on the types of with clear responsibilities and identified needs that might arise: preventive, partners, and define the routine and recurring, corrective, and emergency. corrective maintenance protocols. 54 Preventive maintenance: Refers to the conservation processes of buildings and their exterior spaces and furnishings. It is carried out through a systematic inspection program, minor repairs and checking of physical infrastructure. For example, overhaul and rust-proof painting of the metal parts in playground equipment. Recurrent maintenance: Refers to all processes of routine cleaning and sanitation that should be regularly checked. For example, lifting of garbage bins and cleaning of drains. Corrective maintenance: Refers to repairs due to deficiencies, breaks or failures in the construction components and systems. For example, the repair of cracked pavement. Emergency maintenance: Refers to action taken in case of risk situations. It involves immediate repairs, removal, or fencing off of elements to prevent use. For example, replacement of safety railings, fencing off of a tree at risk of keeling, fencing off or removal of games in poor conditions. Maintenance of sidewalks and public spaces must include but are not to be limited to: Cleaning services: Maintenance of public space elements: • Mechanical and manual sweeping of • Repairing and replacing sidewalks and sidewalks and plazas, including shoulders, pavements curbs, and green areas • Repairing and replacing urban furniture • Litter removal elements (see Chapter 4), playground • Schedule trash collection and sorting elements, signage and wayfinding • Mechanical and manual water jet elements, ornamental fountains, street cleaning lighting fixtures, bus stops, and • Façade and surface cleaning manhole covers • Graffiti removal • Repairing and replacing gardening • Cleaning of fountains, lakes, and ponds elements such as irrigation or pumping Clean-up after natural weather events systems, plants, trees, and lawns (such as storms or heavy rainfalls) • Painting and repainting. Gardening and landscape services: • Tree pruning • Edge trimming • Planting and replacing plants and trees. • Fertilization • Weed control and pesticide use • Lawn replacement • Manual or automated irrigation. 55 Improvements of maintenance services Sidewalk and Public Space Maintenance New international trends are looking to reduce emissions and optimize the resources invested in maintenance: the following are some that could be applied in Addis Ababa for sidewalk and public space maintenance. Using a data analysis tool to track and Building green infrastructure means manage maintenance performances planting vegetation and trees to allow water through developing an online platform to go through natural filtration and (website and cell phone application). The evaporation processes before it enters the platform would allow citizens to take pipeline system or is recovered for irrigation pictures, report conditions, file purposes. The system’s objective is to maintenance requests, and report incidents manage stormwater better, helping reduce and issues. This tool can facilitate needs runoff, water waste and decreasing the risk identification, decrease response time, and of flooding. It can also promote the creation provide information to take preventive of more green areas and, more specifically, measures. For instance, the posting of “no the planting of more trees, benefitting littering” signs or increased police control in mobility and public space quality. certain areas. Using recycled and more durable materials. Using recycled or non-drinking water to Reducing maintenance costs by increasing pressure wash streets can reduce water the durability and resistance of materials consumption, as well as calculating water used for urban furniture, and reusing needs for each area, correctly installing and materials, particularly plastics and wood. programming efficient irrigation systems, and selecting regional plants adapted to the Introducing Light Emitting Diodes (LED) in local weather conditions. Street Lighting to minimize energy consumption and light pollution. LEDs are Using cleaning products with a low attractive mainly due to their long lifespan environmental impact not only reduces the Addis Ababa Sidewalk Design and Maintenance Guidelines of 50,000–70,000 hours, their reduced amount of chemicals depleted in the water energy consumption, and little need of from product dilution and cleaning maintenance. operations, but also reduces packaging and water waste. Placing smart waste trash bins that are solar-powered, with waste compaction capacity, and equipped with sensors to monitor and report on fill levels and collection activity. The goal is to optimize solid waste collection operation. 56 8. SIDEWALKS GEOMETRIC DESIGN Implementation Roadmap Design methodology Concept Evaluation & Diagnosis monitoring Stakeholders’ Maintenance Planning urbanism Implementation Design 57 11 For sidewalk improvement, the following phases must be implemented: Implementation Roadmap Concept Identify pedestrians’ and street users’ needs and requirements to roughly formulate the project. From this level of definition forward, solid technical basis and coordination between transportation, mobility and urban development and sustainability (economically, socially and environmentally viable) should be the project guidelines. Diagnosis Once the problem has been identified and technically justified, a situation analysis before implementing the project is necessary to understand the accurate functioning of the infrastructure in question, and to define the issues and challenges of the project. At this stage, the project's scope should be defined, existing information should be collected, and, when required, surveys should be conducted to provide a detailed description of the functioning of the study area. The diagnosis could be summarized in a SWOT analysis to serve as a starting point for Addis Ababa Sidewalk Design and Maintenance Guidelines determining the required design. The SWOT analysis can help identify strengths, weaknesses, opportunities, and threats, and provide answers on how the strengths and opportunities help address weaknesses and threats. Planning The goal is to conceptually define an optimal solution for modifying, renovating, or building a street. The proposed solution must address the issues identified in the diagnosis, and comply with the design criteria for sustainability and mobility. The recommendation is to present several alternatives and perform a multi-criteria analysis to make the optimal choice. 58 Design The design stage involves the grounding of the concept in a blueprint for its construction. At this stage, it is crucial to incorporate all factors, types of users, and key elements outlined in this guide. It should be an iterative exercise assessed by technical experts with inputs and opinions by the citizens who will be the end users of the design. Implementation Construction sites should always follow quality and security control measures, and guarantee construction zone safety and accessibility for pedestrians for the entire duration of construction. New trends in urban development propose the possibility of a temporary implementation at first, with removable materials (cones, paint, planters) that allow the city and the public to review and modify the design based on the observations made of users’ behavior in the field, preventing more expensiveand long-term modifications. This exercise is called tactical urbanism. Maintenance It is important to consider that both public spaces and sidewalks require maintenance and, therefore, from the design stage, the necessary resources (in terms of staff and budget) should be allocated so that the infrastructure is kept in optimal conditions throughout its design life. 59 Implementation Roadmap Evaluation and monitoring Finally, after construction, it is crucial to measure the intervention’s impact. Measurement should be carried out based on previously defined indicators, the progression of which should be compared with the goals established in the planning phase. Location Authorities usually face the dilemma of choosing when and where to implement the measures proposed for these to be as beneficial, and with as little investment as possible. To guarantee the success of a project, the measures must generate tangible benefits for the majority of citizens, and this can only be done by conducting mobility, socioeconomic, and urban studies prior to construction. Addis Ababa Sidewalk Design and Maintenance Guidelines Continuity It is also important to consider that any action undertaken cannot be an isolated one, or one lacking a comprehensive perspective of the physical space. This perspective is necessary to develop continuous routes and street sections, ensuring that space improvement measures are carried out with continuity until a comprehensive network of accessible and walkable space is created. Improvements must also have continuity over time, ensuring that actions are generated progressively and constantly. 60 Stakeholders’ Engagement In order to foster citizens’ acceptance, the affected users must be included and consulted in the defining of the problem and its possible solutions from the design stage. Likewise, creating awareness campaigns on the importance of respecting speed limits and prioritizing pedestrians is crucial for the public becoming more responsible and reaping the most benefits. Considering the different stakeholders involved in implementing strategies and improvements regarding the city's pedestrian infrastructure, the roles of each entity should be identified. The responsibilities that each actor may acquire are shown below: Addis Ababa City Administration Transport Bureau (AACATB) • Provide political leadership and general oversight of strategy implementation. Transport Programs Management Office (TPMO) Addis Ababa Traffic Management Agency (TMA) Transport Authority Addis Ababa City Roads Authority (AACRA) • Design and implement high-quality walking and cycling infrastructure. Construction Bureau • Develop pedestrian friendly construction guidelines. Traffic Police • Control and manage traffic operations • Enforce parking regulation Plan Commission • Develop pedestrian friendly planning regulations. Code Enforcement Office • Manage street vending. • Prevent encroachments on pedestrian infrastructure. Road Safety Council • Coordinate with stakeholders on road safety initiatives related to the walking and cycling environment. 61 Tactical Urbanism Implementation Roadmap An approach to neighborhood building and activation using short-term, low-cost, and scalable interventions in policies to obtain long-term changes in cities. (Mike Lydon and Anthony Garcia) Temporary intervention The measures are first carried out temporarily with movable restrictions such as cones and fences. Creation of temporary spaces Subsequently, non-definitive measures are taken, such as painting the streets and placing furniture and planters to define the space. Addis Ababa Sidewalk Design and Maintenance Guidelines Final implementation Finally, once the users accept the changes, the definitive modifications can be made to the infrastructure. 62 Bibliographic References Addis Ababa City Administration Road and Transport Bureau, Addis Ababa non-motorised transport strategy 2019-2028. Addis Ababa, Ethiopia Addis Ababa City Administration Transport Bureau (2019). Addis Ababa Annual Road Safety Report 2018- 2019. Addis Ababa, Ethiopia Addis Ababa City Administration Transport Bureau (2018). Addis Ababa Road Safety Annual Report 2017- 2018. Addis Ababa, Ethiopia Addis Ababa City Transport Bureau (2020). The vision for sustainable transport in Addis Ababa: 2020 to 2030, Addis Ababa, Ethiopia. https://www.aatdp.com/download/aa-sctdp-vision-en/. Ardila-Gomez, Arturo; Bianchi Alves, Bianca; Moody, Joanna (2021). Decarbonizing Cities by Improving Public Transport and Managing Land Use and Traffic . Transport Decarbonization Investment Series. World Bank, Washington, DC. © World Bank. Population Census Commission (2007) Summary and Statistical Report of the 2007 Population and Housing Census Results. Addis Ababa, Ethiopia. Global Designing Cities Initiative – NACTO (2016). Global Street Design Guide. Global Designing Cities Initiative - NACTO. Global Designing Cities Initiative – NACTO (2019). Designing Streets for Kids. Global Designing Cities Initiative - NACTO. Instituto Municipal de Planeación Saltillo (2017). Guía de diseño de infraestructura peatonal. Saltillo. Gobierno Municipal 2014-2017. Mike Lydon & Anthony Garcia (2015), Tactical Urbanism: Short-term Action for Long-term Change. 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World Resources Institute (WRI). Safe neighborhood project. Improving pedestrian safety in project area. World Resources Institute (WRI). Road Safety Inspection Report, Improving pedestrian safety along the light rail alignment in Addis Ababa 63 Addis Ababa Sidewalk Design and Maintenance Guidelines Addis Ababa Sidewalk Safety and Improvement Study March 2022