Addis Ababa Sidewalk Design and Maintenance Guidelines

Addis Ababa Sidewalk Design
Public Disclosure Authorized
and Maintenance Guidelines

Addis Ababa Sidewalk Safety and Improvement Study March 2022

Report No: 169924
Addis Ababa Sidewalk Design and Maintenance Guidelines
March 2022
The World Bank
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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

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

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

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.

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.

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.

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
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
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

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
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
18
Vision to actions

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

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

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

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
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%.
• 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.
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

slope of 6% and will be rectangular in
shape.
• The approach area shall have a
maximum slope of 2% towards the
vehicular lane.
• 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.
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.
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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”
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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

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
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.

• Reduce traffic speed by minimizing the
number of general-traffic lanes.
• Install speed bumps .
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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
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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
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
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.

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.
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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

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

(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
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.

• 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.

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.

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

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.
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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.
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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:

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

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

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
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.

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
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.
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.
Ministry of Urban Development and Housing Urban (2016). Street design standards for urban areas in
Ethiopia.
SEDATU, BID, ITDP and IDOM (2018). Manual de calles, diseño vial para ciudades mexicanas. México.
Urban Transport Study for Addis Ababa (2005), cited in International Consultants and Technocrats Ethiopia.
(2012). Consultancy Services for Technical Advisory Services for Addis Ababa City Traffic Management.
World Bank Group (2015) Addis Ababa – Enhancing Urban Resilience: city strength resilient cities program
(English). Washington, D.C.
World Bank Group (2021) Steering Towards Cleaner Air: Measures to Mitigate Transport Air Pollution in
Addis Ababa. Washington, D.C.
World Health Organization (2009) Global status report on road safety: time for action. Geneva.
(www.who.int/violence_ injury_prevention/road_safety_status/2009
World Resources Institute (WRI), (2015). Improving road safety in Addis Ababa. A report on road safety
inspections of bole road and selected intersections.
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
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