Table of Contents

1. Introduction: ....................................................................................................................... 1
1.1. Project Management and Planning:............................................................................. 1
1.2. Scope of the Project: ................................................................................................... 3
2. Project Process:................................................................................................................... 4
2.1. Problem Tree: .............................................................................................................. 4
2.2. Alternatives Tree: ........................................................................................................ 6
2.3. Identifying Different Projects: .................................................................................... 7
2.4. Selection of a Project: ............................................................................................... 12
2.5. Costs and Benefits of the Project: ............................................................................. 13
2.6. Logical Framework: .................................................................................................. 14
Activity Process.................................................................................................................... 19
1.1. Deliver public awareness campaigns regarding Active Transportation: ............... 21
1.2. Preparing planning standards and guidelines (Sidewalks, crosswalks, pathways
and cycling lanes: ............................................................................................................. 22
1.3. Establishment of connections between the two sides of the neighbourhood
crossing the Hshkaro stream: ........................................................................................... 24
1.4. Indication and provision of needed facilities and services supporting walking and
cycling: ............................................................................................................................. 25
1.5. Pathway and Sidewalk Construction Materials and Costs: ................................... 28
1.6. Construction and Maintenance of Walking and Cycling infrastructure within the
street network: .................................................................................................................. 30
1.7. Assigning costs to the pedestrian streetscape elements along with the
identification of the responsible side of implementation: ................................................ 32
References ................................................................................................................................ 40

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Table of Figures:
Figure 1. Project Diamond. ..................................................................................................................... 1
Figure 2. The Project Management Process............................................................................................ 2
Figure 3. Location of the Study Area. ..................................................................................................... 3
Figure 4. The Problem Tree of the Project.............................................................................................. 4
Figure 5. Alternative Tree of the Project. ............................................................................................... 6
Figure 6. Identification of Different Projects. ......................................................................................... 7
Figure 7. Project A Problem Tree. .......................................................................................................... 8
Figure 8. Project B Problem Tree. .......................................................................................................... 9
Figure 9. Project C Problem Tree. ........................................................................................................ 10
Figure 10. Project D Problem Tree. ...................................................................................................... 11
Figure 11. Alternative Tree for Project A. ............................................................................................ 12
Figure 12. Specification of the Study Area. .......................................................................................... 19
Figure 13. Street Section of the Study area. .......................................................................................... 20
Figure 14. Images for a strip of sidewalk.............................................................................................. 20
Figure 15. Lack of Walking Connections between the 2 sides of the Hshkaro. ................................... 20
Figure 16. Shy Distance and effective Width of the Pedestrian Surfaces. ............................................ 22
Figure 17. Curb Ramps Standards. ....................................................................................................... 22
Figure 18. Standards for Street Crosswalks. ......................................................................................... 22
Figure 19. Helyx Bridge/ Depot Avenue Rail Trail .............................................................................. 23
Figure 20. Bike Lane within the Street Network. ................................................................................. 23
Figure 21. Hshkaro Stream between the Study Area. ........................................................................... 24
Figure 22, Placement of the Multi-user Trails. ..................................................................................... 24
Figure 23. Streetscape Placement. ........................................................................................................ 25
Figure 24. Tree Basin. ........................................................................................................................... 25
Figure 25. Tree Spacing.. ...................................................................................................................... 25
Figure 26. Pathways Lighting. .............................................................................................................. 26
Figure 27. Light Poles Placement. ........................................................................................................ 26
Figure 28. Sidewalk Benches. ............................................................................................................... 26
Figure 29. Bike Rack Placement. .......................................................................................................... 26
Figure 30. Illustration of the Streetscape Elements on the Sidewalk. ................................................... 27
Figure 31. Shared Walking and Cycling Pathway in Shanghai. ........................................................... 27
Figure 32. Illustration of the Streetscape Elements on the New pathways. .......................................... 27
Figure 33. Brick Paver. ......................................................................................................................... 28
Figure 34. Concrete Paver..................................................................................................................... 28
Figure 35. Asphalt Paver....................................................................................................................... 29
Figure 36. The Addition of new Oaths and Trails. ............................................................................... 30
Figure 37. Section of Street with addition of Sidewalk and Cycling Lane. .......................................... 31
Figure 38. Section of the Sidewalk with Curb Stone. ........................................................................... 31
Figure 39. Timetable for the Project. .................................................................................................... 39

List of Tables:
Table 1. Logical Framework ................................................................................................................. 14
Table 2: Bill of Quantities for the Improvement of Walking and Cycling ........................................... 32
Table 3. Ladder of the Engagement of Stakeholders. ........................................................................... 35
Table 4. Stages of Community Engagement. ........................................................................................ 36

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 1. Introduction:
1.1. Project Management and Planning:
A Project is defined as a set of activities that consist of starting and finishing points,
whereby individuals or an organization undertake in order to meet specific objectives in the
frame of a defined schedule, cost, and in a routine manner (Lester A. 2007). A project is usually
regarded unique in that it attempts to undertake planner objectives that are definite in terms of
outputs or results. A project’s success is determined by its ability to achieve the objectives
according to acceptance criteria within the required time and budget considerations.

Figure 1. Project Diamond.

Lester A. (2007)

According to Lester, A. (2007), a project must meet 4 important criteria, also known as
the project diamond: It must be finished within a fixed time; It must be completed with a fixed
budget; It has to meet quality requirements; It must ensure the safety of the end users. In many
projects, the end result may lead to be costing more than the budget, or that the certain process
will take longer time than already presumed, and many other priorities that are subject to
change under commercial or political needs and pressures of the clients and stakeholders. In
ideal situations, all of these criteria have to be met, but in some cases the project managers have
to make the difficult decisions of lowering the importance of a criteria to meet the requirements
of another, but under no circumstances must the Safety aspect ever be altered as it is the core
of serving the public and ensures that the work done is safe to be used by the end users, i.e.,
the people within the city.

Project Management, within a general context, can be defined as the planning,

monitoring and control of all features within a project and motivate all stakeholders taking part
in it so as to achieve the objectives of the project within the given fixed time, budget, and
agreed upon performance. It is process of applying skills, tools, methods and knowledge to the
activities of the project so as to meet the requirements of the project. Project can only be

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successful if the stakeholders participating in it are motivated to take part in order to produce
a fitting and pleasing result.

The Villanova University website (2018) identifies the 5 phases existing within a
project management life cycle:

1. Project Initiation, where the value of the project and its feasibility are measured and
whereby managers select whether or not to pursue the project at hand through estimating
potential benefits and evaluating goals, timeframe and costs. 2. Project Planning, through
which a firm plan needs to be set to guide the project team and to keep in mind the time and
budget aspects, as well as resource and materials obtainment and encountering obstacles. All
of that while communicating with the stakeholders of interest. 3. Project Execution, through
which deliverables are made to satisfy the end users through allocating resources and keeping
members of the project focused on the task. 4. Project Monitoring and Control, in which the
responsible sides monitor the progress by which the work is ongoing in order to guarantee
delivery of end results within the frame of time and costs allocated. 5. Project Closure, which
is the final step of the process, communicates the completion of the project to the stakeholders
and the results being delivered to the end users. See figure (X) for a graphical process of the
project management phases.

Figure 2. The Project Management Process.

Source: https://dougmohns.com/5-phases-of-project-management/5-phases-of-project-management-initiating/

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 1.2.Scope of the Project:
The project in hand is part of the course of Project Management and Planning by which
the research group is required to follow a thorough development strategy. Within the strategy,
a specific problem within the city of Duhok will be addressed and analysed accordingly until a
specific end result is identified. The problem considers an urban issue related to the actions and
patterns of current transportation activities that lead to greenhouse gas emissions within Duhok
city.

A B

Figure 3. Location of the Study Area.

By the Authors using ArcMap and Adobe Photoshop.

The study area that the research will be focusing on is located in the center of Duhok
city and consists of several neighborhoods as can be seen on Figure (X, B). The area covers
3,147,485 m2 and has a strategic location. The main roads of Duhok city are forming its borders,
with the Bazar road on the north and Barzani road on the south. It also consists of multiple uses
and significant locations within the city. It has various residential uses, Bazar commercial uses
on the north of the study area, two strips of the Hshkaro river going through the area, Duhok
football stadium, Azadi park, and Mazi Complex. All of these uses and destinations make this
area one of the most visited in terms by the people of the city, and certainly mean a higher
usage of car travel to reach such destinations. The objective of the research will be to follow
the project management steps and procedures in order to identify problems with the topic in
hand and devise possible alternatives for the problems. With those alternatives, a specific
project will be selected within the general frame of the starter problem, by which after the goal,
purpose, results, activities, means and costs will be identified that will lead to the achievement
of the general goal of the project, which is the reduction of GHG emissions from transportation.

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 2. Project Process:
The project follows a specific sequence of processes regarding project management and
planning. It is required first to devise a problem tree from the starter problem along with its
cause and effects relationships. From the general problem tree, a collection of projects need to
be outlined, after which one particular project will be assigned as the main project and given
further analysis to be made on. After that, an alternative tree is required to be made derived
from the problem tree which identifies means and ends. A similar problem tree and alternative
tree can be constructed for the specific project selected. After that, costs and benefits of the
project will be indicated, and a logical framework approach will aid in assigning the project’s
goals, purpose, results, and activities, as well as aiding means and indicators of success,
followed by assumptions.

2.1.Problem Tree:
The diagram below (figure X) represents the problem tree of the project which has been
selected for this study. Usually a project focuses on one or a few core problems. Understanding
the core problem and its causes is important if the project is to effectually address the effects
of that problem on the community. The problem tree is one method of mapping out core
problems, alongside with their causes and effects, helping project planners to identify clear and
manageable objectives.

Figure 4. The Problem Tree of the Project.

By the Authors.

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 The starter or core problem that this study focuses on is the high percentage of GHG
emissions from transportation in Duhok city, the causes that lead to the core problem, starting
from the bottom of the road map, are the following negative statements mapping out the core
problem as it is shown in the diagram below. Regarding the poor walking and cycling
infrastructure, low connectivity and dispersed uses & functions lead to incompatible land uses,
alongside with low density block which cause land use patterns discouraging active modes.
Disregarding of walking paths in the street design causing poor walkability and land use
patterns cause the poor walking and cycling infrastructure in Duhok city which is one of the
main foundations that lead to the high percentage of GHG emissions from transportation. Car
dependency is another significant reason behind the high percentage of GHG emissions, caused
by the culture preferences such as: boasting of people to others, it provides a form of privacy
and personal space and un-awareness of people to the negative effects of private vehicles. As
well as increased vehicle ownership, car-oriented design and lack of public transport as the
main reasons that lead to car dependency in Duhok.

Following up the problem tree, the lower degree mix uses and high-rise buildings with
the preference of single houses cause the land cleaning conversion, and with the rural-urban
migration, they lead to urbanization which is one of the main reasons of lacking green areas.
Furthermore, the unavailability of fines and punishments which are the reasons behind the
unawareness of deforestation and with the thought of people considering green spaces only for
extravagance that cause the traditional culture desire. The urbanization and traditional culture
desire cause the lack of green areas which is the third major cause of the core problem.

However, the effects that stem from the core problem on Duhok city include; increased
CO2 which leads to climate change, risk & diseases, reduced biodiversity and economic
effects. Besides the main goal of finding and achieving solutions to the problem of this study,
the goal of this problem tree is to provide a relatively simple road map of how one problem
leads to another, which leads to another, and how these problems are related to the core problem
that have been identified.

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 2.2.Alternatives Tree:
After the problem tree has been illustrated and the causes and effects of the tree were
identified, the alternatives for those problems can be drawn by using an Alternatives Tree.
From the starter problem, the solution was to mitigate the GHG emissions from transportation.
In order to achieve that, it is required to have some means. The means are improved walking
and cycling infrastructure, reduction of care dependency in duhok, and the availability of green
areas and vegetation.

In order to improve walking and cycling, it is needed to consider them within the street
design, and also have an organized land use pattern. By organizing land use, it is meant to have
compatible, mixed, and high dense. In order to reduce car dependency, it is required to shift
the preference f the culture to other modes and reduce ownership of vehicles through awareness
and taxes. It is also needed to have an alternative city design that considers less suburbanization
and sprawl. The availability of public transport modes will also help car dependency reduction.
Green areas can be enhanced through the reduction of urban expansion and changing the
culture’s desire by having punishments for deforestation.

Alternatives Tree

Figure 5. Alternative Tree of the Project.

By the Authors.

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 2.3.Identifying Different Projects:
After the problem tree has been identified and outlined with its causes and effects, it is
possible to draw different projects from the some of the significant problems and outlined with
descriptive titles. Figure (X) below shows the identification of 4 different projects within the
scope of the main problem tree.

Figure 6. Identification of Different Projects.

By the Author.

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 Project A: The first project that has been selected is underutilization of walkability and
cycling and its impact on GHG emissions in Duhok city. The diagrams below (Figure X)
represent the problem tree project.

The project identifies different causes that effect on the underutilization of walking and
cycling including unorganized land use pattern, unavailability of appropriate street design
standards and policies and in addition, the road infrastructure and construction is in the favour
of cars which means private cars are the most preferable and dependent mode of transport.

As a result, the above-mentioned causes appear because of incompatible land uses, low
block dense which makes places to become far from each other, insufficient walking and
cycling infrastructure, lack of streetscape elements such as street trees that are important factors
affecting on the reduction of GHG, lighting which is also an essential element for safety, lack
of public transportation, and cultural preferences.

These causes are results of some other problems that exist in Duhok city including
absence of public transport policies and guidelines, informal streets and public transport,
dispersed uses and functions and low connectivity.

Figure 7. Project A Problem Tree.

By the Author.

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 Project B: The second project that was selected concerns the issue of car dependency
within Duhok city. Car dependency is a serious problem existent within the city and solutions
for it are necessary as this phenomenon or problem leads to increased GHG emissions and have
many impacts on the environment and the human life. See figure (X) below for the diagram
illustrating the car dependency problem tree (Project B).

Residents are hugely depending on cars for transiting from place to other due to cultural
preferences, car-oriented city design that is planning based on cars need not on people need,
and also poor or lack of public transportation modes in the city. These all aspect leads to
increasing number of cars in the city, raise the traffic congestions, and increase the GHG
emissions, this makes the city unhealthy for living. Other causes that are increase the depending
on cars that the private car provide personal space for its owner and the owner use it for boasting
to people that is cultural preference, residents may have not been aware enough about what
effects that car can do to the environment.

Insufficient or absence of taxes on cars will cause increasing more and more cars
orientation. Informal public transportation and poor infrastructure for public transportation has
an effect on cars dependency, and more people depend on cars for transport.

Effects
Project C:

Causes
Figure 8. Project B Problem Tree.
By the Authors.

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 Project C: Recognizing and resolving transportation issues is the main tasks
challenging governments like Iraq. In spite of large costs that been spent on urban transport
systems, the existing transportation issues in developing countries going to get worse since of
lack of transportation policies, lack of infrastructure, and informal public transportation. Road
planning projects necessity need to be part of a general transportation design that contains
traffic management, public transportation and enhanced transit systems. The basics of
sustainable transportation embolden using of low-price public transportation capable of
carrying out well in varied land use. Increasing efficiency also contain avert traffic, merging
walking and cycling as a sufficient means of movement as well as decreasing day-to-day
directions which could better done with an orientation of short-range distance and function
mixed stations.

The necessities of pedestrians as the most significant path users in the cities must
establish the standards for the plan of streets and plazas. Public transportation has to be
reasonable and available to all inhabitants’ groups and particularly to those who don’t have
cars at all or single motorized vehicle. The ongoing growth of the cities like Duhok creates the
day-to-day movements of people and goods increasing complicated problems. Urban growing
causes several transportation demands on insufficient services instead than counting on
freeways and main roads, metropolises depend mostly on their street structures for
transportation facilities.

Effects

Causes

Figure 9. Project C Problem Tree.

By the Authors.

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 Project D: The fourth project selected concerned the effects that the lack of greenery
and vegetation has on the GHG emissions within Duhok city. As seen on figure (X), there are
2 main causes why there is a lack of urban forestry and vegetation in the city. One cause is that
Urbanization and expansions are reaching a huge extent by which there is much land clearing
and conversion of agricultural land into residential, commercial, and industrial lands, well as
the rural to urban migration is leading to higher population needs within the city, thus requiring
more urban area rather than green area which aid in mitigating the environmental ambience
and cleaning the air quality. A second cause would be the desire of the culture towards more
privately-owned green spaces rather than keeping public and large open spaces capable of
performing environmental functions within the city. There is still unawareness of the negative
externalities that are brought from extensive deforestation due to lack of punishments for such
acts.

Figure 10. Project D Problem Tree.

By the Authors.

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 2.4.Selection of a Project:
After 4 different projects have been identified, the next step is to select a preferable
project and run the remaining analysis and project management processes on. The project
selected to be the main scope of wok for the research is Project A which concentrates on the
Improvement of Walkability and Cycling as modes that will aid in reducing GHG emissions
from transportation. Figure (X) shows the alternative tree constructed for the preferred project.

The final end for the project is an improvement in walking and cycling, by which some
means are of aid in reaching this end. An organized land use pattern is the first as land use
patterns and designs impact the rate by which people walk and cycle. To have land uses that
are compatible, they need higher connectivity and clustered uses and functions within blocks.
Also, having higher dense blocks aids in the organization of land use patterns. Secondly, an
inclusive and complete street design is required. That can be achieved through having sufficient
walking and cycling infrastructure within the street network and designing the streets for
alternative modes of transport, and not only for cars. Streetscape elements are also highly
required that give a higher support and desire for people to actually walk and cycle within these
networks. Thirdly, reducing the dependency on cars can have a great impact in improving
walkability and cycling. That can be done through having public modes of transport, along
with its supporting policies, formalization, and infrastructure. Also, shifting people’s
preference away from cars and on to other modes of transportation (Public and Active) can
have a great impact in reducing people’s dependence on private vehicles. All in all, these
aspects are of aid in developing a transportation system that improves and promotes walkability
and cycling within Duhok city, ad particularly the study area.

Figure 11. Alternative Tree for Project A.

By the Authors.

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 2.5.Costs and Benefits of the Project:
Active travel or non-motorized transport (mainly walking and cycling) has many co-
benefits. There have been several robust evaluations and studies estimating the cost-benefit of
active transport. One cost-benefit study which was published in 2018 by Victoria University
of Wellington and the New Zealand Centre for Sustainable Cities, the study showed that active
transport primarily contribute in the reduction of carbon emissions and health gains. In
addition, the study provides strong evidence of the benefits of active transport which
comfortably exceed the cots and the ratio of “benefits to cost” was ten to one.

This project will contribute to, and produce many benefits for the study area and city,
including:

First of all, reducing car dependency through providing specific lanes for walking and
cycling, which in turn will reduce carbon emissions released from the private vehicles. Another
mode of transportation includes Cycling that can reduce the amount of space we devote to
roads and car parking thereby enabling enhancement of urban amenity in addition to improved
mental and physical health. As well as the project will contribute in connecting different areas
by pathways and improving current sidewalk continuity. Another benefit that will be produced
by the project is increased opportunities to observe, experience and enjoy the scenery and
environment especially if the Hishkaro River transferred into a recreational touristic area.

The project will be funded by (PPP) public-private partnership the following are
potential Costs of this project:

The cost of this project includes all the activities and actions for achieving the goal of
the project including, the costs for construction materials of pathways as well as walking and
cycling infrastructure. The cost constraints of constructing street design elements, such as
(lighting, lanes, benches, crosswalks…etc.). The cost of government agencies plans for higher
tense, and compatible land use. And finally, the cost of installation, as well as the wage for day
laborers and other workers and employees.

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 2.6.Logical Framework:
After the project has been selected, it is required to create a logical framework for it.
The Logical Framework approach (LFA) is known as an analytical process consisting of a set
of told used within the course of project planning and management. The World Bank (2000)
defines it as having the power to organize the elements of projects in a succeeding manner
throughout the project cycle. It helps in developing the design of a project and improve its
implementation, monitoring and evaluation through the indication of the intervention logic
elements which are the Goal, Purpose, Results, and Activities. See the logical framework for
the proposed project constructed on table (X) below.

Table 1. Logical Framework

Intervention Logic Objective Verifiable Sources of Verification Assumptions
Indicators
Goal - (%) of GHG emissions - Annual report of GHG
GHG Emissions from from Transportation emissions from the
Transportation Mitigated. reduced from less car Directorate of
usage and increased Environment in Duhok.
active modes of transport.
Purpose - (%) of walking and - Monthly report of the - The support of people to
Improved Walkability and cycling infrastructure Municipality in accept walking and
Cycling. increased within the study accordance with the cycling to reach their
area. Urban Planning destinations.
- Green areas and directorate and Statistics
streetscape elements directorate on the
increased the desire of percentage of walking
walking within the area. and cycling usage for
travelling to destinations.
- UNDP’s report on Public
Transport usage in
Duhok.
Results - (%) increase in high- -
1. Land use pattern dense blocks within the
within the city study area.
organized. - Distances between
services and housing
reduced.
2. Inclusive complete - Considerable - Report on the status of - The government provides
street design improvement in project completion by the a regular inflow of funds
encompassing walkability in areas where Municipality regarding for construction and
walking and cycling. new sidewalks and street design elements. project completion.
pathways have been
constructed.
- Percentage of people
walking and cycling
increased by (%).
- Streetscape elements
enhanced the desire of
people to walk to reach
their destinations.

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 3. Dependence on cars
reduced.
Activities
1.1. Delivering public
awareness campaigns.
1.2. Preparation of planning
standards for sidewalks,
crosswalks, pathways and
cycling lanes.
1.3. Establishment of
connections between the
two sides of the
neighbourhood crossing
the Hshkaro stream.
1.4. Indication and provision
of needed facilities and
services supporting
walking and cycling.
1.5. Identification of preferred
material for different
paths.
1.6. Construction and
Maintenance of Walking
and Cycling infrastructure
within the street network.
1.7. Assigning costs to the
pedestrian streetscape
elements along with the
identification of the
responsible side of
implementation.
- (%) of car usage reduce - Report on the percentage - The people are accepting
through the placement of of car importing from the gradual usage of buses
purchasing-taxes on outside. rather than cars.
private vehicles. - Report on the percentage
- (%) of people using bus of car purchasing the
transport, transitioning Traffic directorate in
from private vehicles Duhok.
usage.
Means Costs - Unavailability of
- Integrated plans of the corruption and project
Municipality and incompletion within the
Directorate of urban government and private
planning to increase holders.
density, connections, and - Continuous monitoring
clustering. and evaluation done for
various stages and
activities.
- A mutual acceptance and
understanding between
the Municipality and the
German bus-system
company.
- Materials for sidewalks
and streetscape elements
in accordance with
planning standards and
guidelines.
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 The Goal: The goal is known as a broad statement that indicates what the project
intends to achieve in the end state. The project has the goal of achieving the mitigation of GHG
emissions that are resulting from transportation within Duhok city, with the eye focus
particularly on the study area of the project. As previously observed within the problem tree
(See page X), there were several causes to the major problem of GHG emissions from transport
activities, and these causes were in their turn converted into different projects and analysed
separately. Indicators are variables that are used as benchmarks for measuring the success of
a statement within the project. The indicator that can be used in measuring the success of the
overall goal is that there is a X% reduction of GHG emissions from transportation due to less
car usage and increased active modes of transport. Sources of Verification are known as
documents derived from public agencies and other organizations that confirms the indicators
that set confirmation of the statement. An annual report can be derived from the Environmental
directorate in Duhok that contains tables and values of the GHG emissions over time to confirm
the indicator’s statement of action.

The Purpose: The purpose of a project is the achievement that is specific, defined, and
is derived from the goal. It is the required outcome that the project aims to achieve. When
analysing the different projects, selection was made towards a specific single project from the
4 different project problem trees which has the orientation on improving walkability and
cycling. Indicators that are used for measuring the success of such purpose include the figures
on the increase of walking and cycling infrastructure by X% within the study area. Another
indicator would be that the established green areas and streetscape elements have increased the
desire of people towards more walking within the study area. Sources that could verify such
statements would be the monthly report of the Municipality with the Urban Planning
Directorate and Statistics Directorate regarding the percentage of walking and cycling that has
been used by people in reaching their destinations. Another source can be the UNDP’s report
regarding the usage of public transport within Duhok city. Assumptions are beliefs that are
assumed to become true within the future, and are anticipated events that are expected to occur
within the project life cycle. Under the assumption that people are supporting the idea of
walking and cycling to reach their destinations, it can be helpful in knowing that this will lead
to the mitigation of GHG emissions from transportation within the study area, and Duhok city
as a whole.

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 The Results: Results refer to the end points and outputs that happen as a result of the
achievement of the project’s activities. They should lead to the achievement of the project’s
purpose. There are a few results that were identified within the selected project. First of all, the
land use of the city to be organized and compatible leading to easier and more clear destinations
to be reached within a short walking and cycling distance. The indicators to be used in
measuring the success of the statement include a X% increase in high density blocks within the
area and the reduction of distance between services and housing achieved. The second result is
the achievement of an inclusive complete street design that encompasses walking and cycling
within the street network. Indicators include the considerable improvement of walkability in
the new areas with sidewalks and pathways, the increase of people walking and cycling by X%,
and the enhancement of streetscape elements for giving desire for people to walk to their
destinations. A source that verifies such statement would be the report on the status of project
completion by the Municipality regarding street design elements aiding in walking and cycling.
The third result is the dependence on cars reduced within the area. Indicators for measuring
such result include an X% reduction of car usage through the placement of car-purchasing taxes
and an X% of people using bus transport rather than private vehicles. Sources for verifying
include the report on the percentage of car importation from the outside and a report derived
from the traffic directorate in Duhok regarding purchasing of cars by the people. Under the
assumptions that the people are gradually accepting the usage of buses rather cars, and that the
government provides a regular flow of funds for construction and project completion, the
purpose of improving walkability and cycling can be achieved within the project cycle.

The Activities: Activities are a collection of efforts and actions conducted in order to
achieve the results. Within the course of the 3 results that were reached, different activities
have been identified, for each single result, that need to be completed in order to achieve that
particular result in concern.

The second set of activities consider the walking and cycling considerations within the
street design. 2.1. It is required to deliver public awareness campaigns so as to educate the
people to the necessity of using active modes of transportation rather than private vehicles. 2.2.
Preparing planning standards and guidelines that need to be followed when developing plans
sidewalks, crosswalks, pathways and cycling lanes within the area. 2.3. Start work on the
construction and continue maintenance on Walking and Cycling infrastructure within the street
network. 2.4. Assignation of costs to the pedestrian streetscape elements as well as the
identification of the responsible implementing sides. All of these activities can be met through

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the availability of correct follow-up of the project in terms of materials used for sidewalks and
streetscape elements to be in accordance with planning standards and guidelines.

Under the given assumptions that there is no corruption, project incompletion, and
poor-quality project handling existent within the government and private holders, and there is
a continuous process of monitoring and evaluation done for various stages and activities within
the cycle, and that there is mutual acceptance and understanding between the Municipality and
the German bus-system company, the entirety of activities can be of aid in achieving the results
identified earlier.

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 Activity Process:

Site Identification:

As explained previously, the study area for the research is located in a strategic location
within Duhok city covering various sites and locations of activity. In order to implement the
aforementioned activities, it is required to specify the site that needs to be worked on further
regarding the improvement of Walking and Cycling within the study area. As seen on figure
(X), the area with a red border is the general study area, while the area within the white border
is the specific site to be further worked on. The specific area covers 0.42 km2. The yellow
outline indicates the currently available strip of street covers 44,760 m2 by which development
regarding streetscape design can be applied on.

Figure 12. Specification of the Study Area.

By the Group using ArcMap and Adobe Photoshop.

As observed by the research group, there are issues that the area faces in terms of
walkability. Although there are sidewalks available within the streets, they are not designed in
a way that provides desire for usage and activity on them, which is why it was seen that not
many people were walking on them to reach their destinations. Cycling infrastructure, as in the
case with the rest of Duhok city, is not available. There is the absence of crosswalks by which
people could cross the road safely and accordingly. Within the area itself, there weren’t any
connections available that would aid in linking the 2 sides split by the Hshkaro stream, leading
to lower connectivity for people and are forced to use private vehicles.

Page | 19
 As seen on figure (X), the street
section within the area has a sidewalk of 3
meters wide on both sides. As will be
discovered in later activities, that width is
sufficient to include further facilities and
elements capable of further aiding
Figure 13. Street Section of the Study area.
walkability and cycling within the By the Group using ArcMap and Adobe Photoshop.

segments and offer higher activity in terms of pedestrianism.

Other issues seen within the

walkways are that, even if there are available
streetscape elements, they may not have been
placed with considerations to standards and
guidelines that indicate the suitable
placement, element, and material usage for
many of the streetscape elements on the
sidewalks, and even some may seem with no
use. There are also many vacant spaces and
discontinuous walking paths observable
which can be developed into better surfacing
Figure 14. Images for a strip of sidewalk.
for walking and cycling improvement. Images by the Group.

One of the main areas requiring

development is the lack of connectivity
within the study area. As seen on figure (X),
there are no connections that offer people an
easy walking (or even cycling) trip to the
other side crossing the Hshkaro stream. There
is only 1 small bridge where people can cross
the stream (46 meters long and 5 meters Figure 15. Lack of Walking Connections between the 2 sides of the Hshkaro.
By the Group using ArcMap and Adobe Photoshop.
wide). This leads to the people being forced
to use private vehicles to reach the other sides of the neighbourhood where the Bazar is located,
and walking within the sidewalks seems improper for a significant distance to reach the
distance.

Page | 20
 1.1.Deliver public awareness campaigns regarding Active Transportation:
Raising people awareness about bicycling and walking, by implementing laws that
make easier and safer for people to walk and cycling, that will encourage people to cycling and
walking, by joining with infrastructure developments. This plan is related to supports such
programs such as Complete Streets, Safe Routes to School, …...etc. Broad or related media
campaigns can help in raising people awareness to bicycle and walk instead of using
automobile. Also organizing some events that will have effective roles such community rides
or walks that could be yearly to attract more and more people to participate on such events to
increase their awareness. Cycling or bike-sharing education, developing campaigns to promote
safety awareness, training law enforcement officials on cycling and walking laws, and teaching
walking and cycling skills to adults and children, all these activities, strategies and campaigns
will be supportive to raise the awareness of communities to walk and use bicycle and reducing
automobile dependency.

Other methods for raising awareness is by preparing a planning standards for sidewalks,
crosswalks, pathways and cycling lanes, and constructing and maintaining of walking and
cycling infrastructure within the street network and the sidewalks to make it safer and
comfortable for walking and cycling for all ages and by proving sidewalks amenities like
benches for relaxing after long distance walking, cycling or running, sidewalks lights to give
more safety and security for people in the night, and other amenities that improve the sidewalks
more.

Page | 21
 1.2.Preparing planning standards and guidelines (Sidewalks, crosswalks, pathways and
cycling lanes:
For the following activity, it is required to
consider the design standards for different walking
and cycling surfaces in terms of their dimensions
and placemen. The Sidewalk Width affects the
usability of pedestrians and their type of access, also
called Design Width. The width starts from the curb
or planting near the roadside and reaches towards the
building on the opposite side. It is necessary to
provide adequate width for pedestrians that is
Figure 16. Shy Distance and effective Width of the Pedestrian
separated from the mixed traffic as well as having Surfaces.
Source: Planning and Urban Design Standards (2007).
clear distances from street furniture, shelters, utility
poles and signage, which are called Shy Distances, while the space that pedestrians feel
comfortable walking within is called the Effective Width. Within the 3.05-meter sidewalk, the
effective width should be 1.83 meters
Along with sidewalks, there should be
available Curb Ramps that are necessary for the
access of people with movement impairments.
They are usually placed at crossings and
intersections and help decrease the grade and
changes in levels. The curb ramp should be 0.91
meters wide and with a slope that is less than 2%.
Figure 17. Curb Ramps Standards.
When pedestrians require to cross from Source: Planning and Urban Design Standards (2007).

sidewalk to another through the road, it is

required to have Crosswalks placed. Crosswalks
are marked so that motorists can easily sight
them. The lines should not be less than 15.24
centimeters in width and should be spaced at least
183 centimeters in length for proper sighting by
both pedestrians and drivers.
Figure 18. Standards for Street Crosswalks.
Source: Planning and Urban Design Standards (2007).

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 Multiuser Trails, or Pathways, are helpful in
promoting walkability as movement within the street
network shouldn’t be considered the primary mean. They
can be applied to provide better connectivity and movement
between destinations particularly if combined with
aesthetically pleasing surroundings. These paths and trails
consider pedestrians, cyclists and wheelchair users and are
placed within natural sites and open spaces. These widths Figure 19. Helyx Bridge/ Depot Avenue Rail Trail
Source:
vary, but are preferable between 2.4 to 3 meters wide. https://www.shothotspot.com/hotspot/?hotspot=3
2584

Another consideration is the placement of

Cycling Lanes. These need to help travel in
appropriate directions and increase connections
between destinations, reducing dependence on
vehicles. In many cases, the lanes need to be separated
from the motorized traffic. The minimum width of
Figure 20. Bike Lane within the Street Network.
cycling lanes should be 1.5 meters. Source: http://www.modelstreetdesignmanual.com/

Page | 23
 1.3.Establishment of connections between the two sides of the neighbourhood crossing
the Hshkaro stream:
The study area has a Hshkaro stream running in
between it and surrounding it a lush dense of vegetation
separating 2 sides of the study area. With that, the
movement between the sides is poor and the paths are
unconnected for proper walking between them.

It is suggested to develop multi-user trails,

which were explained previously, between the 2 sides, Figure 21. Hshkaro Stream between the Study Area.
Image by the Group.
covering and connecting the streets and houses by the
2 sides, as well as having vertical connections on top
of the stream in the form of trail bridges. Figure (X)
shows the application of the trails within the study
area. It can be seen that there are 2 types of trails
planned. The Horizontal trail which connects the
streets and housing in long strips and are designed to
offer both walking and cycling movement
surrounding the vegetation of the Hshkaro stream. The Figure 22, Placement of the Multi-user Trails.
By the group using ArcMap and Adobe Photoshop.
Vertical trails provide connections between the
previous trails so as to link both sides of the area. The total trails cover a distance of 1433
meters, and the trails should have a width of 2.4 to 3 meters (as previously explained) so as to
ensure comfortable and sufficient walking and cycling movement.

Page | 24
 1.4.Indication and provision of needed facilities and services supporting walking and
cycling:
Streetscape elements are important to be integrated within
the sidewalks and walkways of the study area. It was observed
that the chosen area was lacking in many of the needed
streetscape elements which are really helpful in adding desire of
people to walk and cycle and to provide more activity on the
streets and paths. The following are needed streetscape elements:
Trees; Lighting; Seating; and Bicycle Racks.

Street Trees: Trees are an important element in the Figure 23. Streetscape Placement.
Source: http://sandpointstreets.com/portfolio-
streetscape environment. With an appropriate tree selection, item/streetscapes/

location, and design, it will ensure the enhancement of the street character and activate streets
and commercial areas. Trees are placed in tree basins on the sidewalk, but should consider the
spaces for walking and not intercepting vehilces movement. It is recommened to have a
spacing of 3 meters between each tree accroding to the currently placed trees by Duhok
Municipality. The tree basin shouldcover an area of 1 m2. There are 3 basic types of trees
mostly used in Duhok city that are most suitable for the weather and durability of the city. The
following are the 3 types: Pine Trees ($4 per plant); Caliptus Trees ($1.6); and Maple Trees
($3.3)

Figure 25. Tree Spacing.. Figure 24. Tree Basin.

Source: Source: https://www.sf-
https://www.nycgovparks.org/pagefiles/73/street- planning.org/ftp/BetterStreets/docs/FINAL_6_Streetsc
tree-spacing.pdf ape_Elements.pdf

Page | 25
 Lighting: Street lights are an important consideration of
streetscape elements that identifies a visual night time urban
environment. The quality and quantity of urban street lighting is
significant in traffic and pedestrian safety and security, meaning that
lighting should not only be designed for roadway vehicular traffic, but
also for pedestrians on sidewalks and paths. Pedestrian lights should be
placed in the following locations: Streets with high pedestrian activity;
Downtown and Commercial Centers; Alleyways and Pedestrian
Pathways. Lighting should be placed on the sidewalk near the curb edge Figure 27. Light Poles Placement.
Source: https://www.sf-
within the furniture zone. The light poles should be evenly distributed planning.org/ftp/BetterStreets/doc
s/FINAL_6_Streetscape_Elements.p
so as to provide equal light along the street. The light poles should be 6 df

to 9 meters tall, and the distance between them should be 10 meters. A

typical light pole costs about $65. Another type of lighting needed are
the small pedestrian lights which are placed on pathways at feet level
and illuminate the walkways. These lights cost about $5 to $15.

Figure 26. Pathways Lighting.

Source:
http://www.lightscapenetworks.
com/landscape-pathway-lights/

Seating: Public seating helps create a

comfortable and active environment where
pedestrians can rest and socialize. It helps create a
sense of place. Seating location should be under trees
so as to provide comfort and shade for users. The price
of benches ranges between $40 to $100 depending on
Figure 28. Sidewalk Benches.
type. Source: https://www.sf-
planning.org/ftp/BetterStreets/docs/FINAL_6_Streetscape
_Elements.pdf
Bicycle Racks: Another necessary streetscape
element for the plan is the bike rack which is
supportive of the establishment of Cycling lanes
within the study area. Racks should be placed near the
trees and plants, so as to not obstruct pedestrian
movement. A Bike rack similar to the one seen in
figure (X) costs about $10. Figure 29. Bike Rack Placement.
Source: https://www.sf-
planning.org/ftp/BetterStreets/docs/FINAL_6_Streetscape
_Elements.pdf

Page | 26
 According to the aforementioned guidelines, it is possible to illustrate the placement of
those streetscape elements on the sidewalks of the study area as seen on figure (X). In a strip
of 10 meters of sidewalk: 4 trees, 2 benches, 2 light poles, and 1 bike rack can be placed. The
entire sidewalk surrounding the area covers a length of 2914 meters, and the placement of those
elements will result in the following: 1165 trees, 582 benches, 582 light poles, and 291 bike
racks.

Figure 30. Illustration of the Streetscape Elements on the Sidewalk.

By the group using ArcMap and Adobe Photoshop.

Within the paths and trails to be made by the Hshkaro stream, different considerations
are needed for streetscape elements. As seen on figure (X), within 10 meters of trail (that
contain walkways and cycling lanes); 2 Benches; 3 Small Lights; and 1 Bike Rack are needed.
Within the entire length of paths which covers a distance of 1433 meters; 286 Benches; 429
Lights; and 143 Bike Racks are needed.

Figure 31. Shared Walking and Cycling Pathway in

Shanghai.
Source:
http://www.smartshanghai.com/articles/sportrecreation
/tested-trail-blazin-along-the-huangpu-riverside

Figure 32. Illustration of the Streetscape Elements on the New

pathways.
By the group using ArcMap and Adobe Photoshop.

Page | 27
 1.5. Pathway and Sidewalk Construction Materials and Costs:
One of the main activities for achieving the goal of this project which is mitigation of
GHG emissions that are resulting from transportation within Duhok city is determining the
construction materials used for sidewalks, pathways and bicycles, in addition to their expected
cost. A sidewalk is a path that is shared and used by many people and bikes. They are mostly
featured throughout shopping centers and public areas. Public and residential pathways need
heavy-duty pavers to resist the heavy foot traffic used in a daily base. The sidewalks need to
be constructed from the material that is easily maintained without restricting access for long
period of time since a pathway may lead to work, and daily basic services.

There are three main factors that need to be considered while deciding on the right
material for a pathways or sidewalk, including, strength, safety, and durability. There are many
paving materials that are being used today for pathway applications such as: Brick Pavers,
Concrete Pavers, and Asphalt Pavers. Many walkway pavers are slip resistant to ensure
safety in the walkway. Flagstone pavers, for example, are commonly recommended for
walkways because of their texture that keeps slip and fall accidents at bay. By carefully
combining different paver options, it’s possible to create specific themes, such as
Mediterranean, Old World, and contemporary – hence giving standout appeal to properties.

Brick pavers provide a high level of durability. They are

the most suited material for public pathways and sidewalks. Brick
pavers are easily installed onto any base. Brick pavers are low in
maintenance. They can easily be replaced if damaged, as well as
the bricks are highly affordable for example according to the
international standards, generally, brick pavers cost 50 cents or Figure 33. Brick Paver.
Source:
more per brick or between $3 and $15 per square foot. https://www.pinterest.com/pin/18225573462
954010/?lp=true
Concrete pavers are the most common material for
sidewalk applications. Concrete pavers are produced by certain
types of mixtures such as cement, sand and water. They are made
to be durable and are inexpensive, which is an added benefit. The
cost of concrete pavers is between $2-$5 per sq. /ft. and they
can be installed for approximately $6-$10 per sq. /ft.
Figure 34. Concrete Paver.
Source:
http://www.earthfirstexcavation.com/concrete.
html

Page | 28
 Asphalt pavers are low-cost materials, which is favored
by the constructors. It’s relatively cheaper than other materials
such as bricks and concrete. One of the most essential advantages
of asphalt is, it can be recycled over and over, hence becoming a
top option among green advocates. It is also durable and weather-
resistant, necessitating very minimal maintenance and repair
efforts over time. An asphalt paving usually costs between $3
Figure 35. Asphalt Paver.
and $5 per square foot. Source:
https://www.pinterest.com/splumlee32/drive
wayentrance-gategarage/

Page | 29
 1.6.Construction and Maintenance of Walking and Cycling infrastructure within the
street network:
For the process of constructing the walking and cycling paths, it is required to indicate
the area that will be covered by each path. As seen on figure (X), the study area does currently
have sidewalk constructed with bricks surround the study area, but does have locations with
damaged and missing parts. Those parts will be added with an additional 1358 m2 of brick
material. The newly added paths surrounding the Hshkaro stream will be covering 5637 m2
which will have a width of 3 meters (1.5 meters for walking and 1.5 meters for cycling). There
is also to be added cycling lanes on the street surface (green color) which will cover 6148 m2
(1.5 width).

Figure 36. The Addition of new Oaths and Trails.

By the group using ArcMap and Adobe Photoshop.

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 Figure (X) indicates the process of
applying the missing sidewalks on a section of
the street, as well as the application of the
cycling lane on a part of the street.

The sidewalk within the study area has

a width of 3 meters, and the street has a width
of 7 meters, this means it is possible to
allocate 1.5 meters of street for the cycling
lane.

The first process of constructing the

Figure 37. Section of Street with addition of Sidewalk and Cycling Lane.
sidewalks within Duhok city is applying the By the group using ArcMap and Adobe Photoshop.

curb stone (seen on figure X). The curbstone

acts as a base point for applying the sidewalk
and the street and as a border between them.
After that, the shoulders of the street are made
for wastewater running. Then, the sidewalk is
filled with mix of small rocks and pebbles to
add enforcement. And then, the space is filled
with either a mix of Asphalt (for cycling Figure 38. Section of the Sidewalk with Curb Stone.
Source: https://www.oshtemo.org/wp-content/uploads/2012/08/Sidewalk-
lanes) or filled brick by brick (for walking Construction-Standards.pdf
sidewalks).

It is important to consider the grade when constructing the surfaces. The sidewalk
should have a transverse slope from the road for drainage purposes, and many times, cuts and
fills will be made within the bricks.

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 1.7.Assigning costs to the pedestrian streetscape elements along with the identification of
the responsible side of implementation:
Within this section, the funding aspects as well as the responsibilities carriage will be
delineated for the project in hand. First of all, for the funding, a Bill of quantities has been
prepared that includes all the activities along with required units and funding needed (See table
X).
Table 2: Bill of Quantities for the Improvement of Walking and Cycling
Details of Activities Unit Quantity Price/Unit Funding
1. Construction of Missing m2 1358 $32 $43,456
and Damaged Sidewalk
with Brick Material.
2. Construction of Walking m2 2818 $32 $90,176
Paths within the area
surrounding the Hshkaro
Stream with Brick
Material.
3. Construction of Cycling m2 6148 $32 $196,736
Lanes on the street with
Asphalt Material.
4. Construction of Cycling m2 2818 $32 $90,176
Lanes within the area
surrounding the Hshkaro
stream with Asphalt
Material.
5. Planting of Pine Trees and Number 1165 $3.5 $4077
Maple Trees on the
Sidewalks of the study
area.
6. Placement of Seating Number 582 $40 $23,280
Benches on the Sidewalk.
7. Placement of Light Poles Number 582 $65 $37,830
on the sidewalk.
8. Placement of Bike Racks Number 291 $10 $2910
on the sidewalk.
9. Placement of Seating Number 286 $40 $11,440
Benches on the newly
added trails and paths.
10. Placement of Bike Racks Number 143 $10 $1430
on the newly added trails
and paths.
11. Placement of Small Lights Number 429 $15 $6435
on the newly added trails
and paths.
12. Wages for the Workers Number Variable $25,000/day

$417,770

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 The process that is most preferable to be used for funding this project is Tendering
Process, which is the process of making offer or proposal in response to an invitation or
request for tender. Government or organizations will seek private sector or other business to
respond to a particular need such as materials, labors, and capital. Finally, the public sector
will select the offer or tender that meets their needs, conditions and provides the best value of
money.

1. Stakeholder and Community Engagement:

Stakeholder and community engagement is the most important part of letting the plans to be
heard and visible. The successful engagement between the stakeholders is addressing the
needs and requirements of the clients and the nearby network.

• The successful community and stakeholder engagement is ensuring:

The plan addresses nearby issues, tending to the main problems of the networks and the
partners. The community feels responsibility for plan, boosting utilization of the plan and
volunteers might be increasingly anxious to help keep up and advance the route later on. The
wider benefits of the scheme, such as public realm improvements, additional green space,
safety and improved accessibility are communicated.

• Who are the community?

Who are the stakeholders? The starting point of identifying the community and stakeholder
engagement is to select who are the respondents that will be engaged in the project planning.
for the walking and cycling project the people could be the persons who are using the space
currently, and the ones who will use it in the future. The stakeholders are number of persons
who can have an impact on the success and the development of the project. The stakeholders
could be:

• The local authority and the environment agency

• Local organizations including people in voluntary roles.
• The representative of special groups such as the people with disabilities
• The people with a specific knowledge in the project who can help in the success of the
project.

Page | 33
 2. Planning community engagement:

When planning for any community engagement it is important to make a balance between the
goal of the engagement, the preferable changes and the cost and resources.

• Check list for engagement:

Before engaging any community, it is important to answer some questions:

Is there a total agreement between all the stakeholders on what the agreement is going to be
about?

What are the needed information to be collected during the engagement?

The sufficient time and money for implementing the required project.

How the feedback will be used for the community.

Will people know how their answers will be used for.

• Correct level of engagement:

Selecting the level of engagement is the most important thing, the level of engagement should
be selected in term of the effectiveness and in term of the community contribution to the
decision-making process. The factors to be taken into account:

Is the project an argumentative one: (e.g. is it going to impact on people's access or people's
car parking)

Will the project effect on a huge number of people?

Is the designing process flexible?

3. Formal consultation:

In some cases, there is a need for a formal consultation to be done in order to reach your goal
of the project. If the goal of the project is to change the design on how the streets are used
only for cars, there is a need for a formal consultation to be done with the high way authority.

Page | 34
 4. Ladder of engagement:

There are different types of community engagement which can be varied depending on the
purpose and depending on the used method. This can be illustrated in the ladder of
engagement table:

Ladder of engagement table

Table 3. Ladder of the Engagement of Stakeholders.

Source: Arnstein (1969), A Ladder of Citizen Participation.

Page | 35
 5. Community engagement stages:

The comprehensive stages to be conducted with the followed questions are shown in the
table. Table 4. Stages of Community Engagement.
Source: Arnstein (1969), A Ladder of Citizen Participation.

6. Engaging stakeholders: A wide range of the stakeholders can be involved in the

walking and cycling project, varying from the local authority that can involve:
- Traffic/highway/bridge engineer
- The member of elections related to the transportation or environment
- Public Health, physical science, Community welfare Development, young services
- Students of the colleges and schools
- Employers
- Pedestrians and Cyclists
- Special organizations related to the environment and community welfare

Page | 36
 - Representatives of the special interest groups such as the disable people, heritage or
sport.
7. Planning group:

To ensure the better outcomes of the project, the stakeholders can meet together to monitor
the project steps and the final goal outcomes.

Project Beneficiaries

Project beneficiaries are people who will get some benefit from the implementation of
the project. And there are two types of beneficiaries which can be defined as direct and indirect.
The direct beneficiaries and indirect beneficiaries of implementing this project can be
explained in below:

Direct Beneficiaries: Can be defined as those who are going to participate straight in
the project, and therefore benefit from its existence. Every individual who is going to be
employed by the project, supplying it with raw materials or other goods and services, or who’s
going to use in some way that the project’s output can be characterized as direct beneficiaries.

The people who live in the influenced area, or those who are to be employed by the
project would be classified as direct beneficiaries from the project. Regardless the personal
health, social and economic benefits, The climate is changing, and transportation is a leading
cause. In fact, transportation is the main contributor of greenhouse gases. As previously
explained, that greenhouse gases help to trap warmer temperature inside of the Earth’s
atmosphere. Therefore, reducing traffic by choosing to bike or walk can earn incredible
environmental benefits. Simply choosing environmentally-friendly modes of transportation
some of the time can be incredibly beneficial. Direct beneficiaries of an access road might
include those expected to pass along the road.

Indirect Beneficiaries: Indirect beneficiaries are frequently, but not constantly, people
living within the area of impact of the project. Accordingly, indirect beneficiaries may well
include all those who go through the zone of influence depending on how easy access is to the
community where the project situated. The indirect beneficiaries of the access road might
include all those in the communities reached by the road, as well as those living within a few
kilometers on each side of the road.

Page | 37
 It is often only possible to make general estimations of indirect beneficiaries for two
reasons: (A) There is no obvious line to make difference between those influenced by a project
from those beyond this zone, as the boundary will depend on the person and the degree of need
or importance of the project output. (B) For many classes of project, there may be no clear
difference between a beneficiary and a non-beneficiary. Someone who lives 5km. below a
project that is protecting a watershed might be seen as definitely a beneficiary, but someone
who lives 50km. downstream may not be. But where is the frontier of impact? 10km.? 20km?
These questions are not always easy to answer, but at least we can be aware that such
uncertainty exists.

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Time Frame of the Project:

The previous stages concerned with the required activities, materials, processes, bill of
quantities, responsible stakeholders and the beneficiaries for the project in hand, it is required
to indicate the time-table for the project’s activities. It is suggested to have the project take
place over a 1-year period.

Figure 39. Timetable for the Project.

Made by the Group.

Page | 39
References
Better Streets San Fransisco. (n.d.). GUIDE: STREETSCAPE ELEMENTS. Better Streets San
Fransisco.
Dillon, L. B. (2018, April 27). Logical Framework Approach. Retrieved from SSWM:
https://sswm.info/planning-and-programming/decision-making/planning-community/logical-
framework-approach
Ken R. Smith, B. B.-J. (2008). Walkability and Body Mass Index: Density, Design, and New
Diversity Measures. American Journal of Preventive Medicine, 237-244.
Lester, A. (2017). Project Management, Planning and Control. Butterworth-Heinemann.
Levinson, A. M.-G. (2006). ACCESS TO DESTINATIONS: DEVELOPMENT OF ACCESSIBILITY
MEASURES. Minnesota : Minnesota Department of Transportation .
Steiner, F. and Butler, K. (2007). Planning and Urban Design Standards. John Wiley & Sons.

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