2021 - 09 - 13 - Final Report Land Use and Pedestrian Vloume

DESIGN AND BUILD OF PEDESTRIAN BRIDGE IN
ADDIS ABABA CITY

Site Land Use & Pedestrian Volume Study
Addis Ababa Road Traffic Management
江西建工第二建筑（埃塞俄比亚）有限责任公司
Jiangxi The Second Construction Co. LTD (Ethiopia Branch)
A Ground Work for Architectural and Structural Design of Grade Separated Pedestrian Crossing
Bridges Over LRT (Gurd Sholla, Gojam Berenda and Meri CMC are) and Over the Ring Road at
Bole Gumruk Cargo.
Addis Ababa Road Traffic Management
江西建工第二建筑（埃塞俄比亚）有限责任公司
Jiangxi The Second Construction Co. LTD (Ethiopia Branch)
SETDAM BIM Consulting Architects and Engineers
September, 2021
APPROVAL PAGE
Project: Design and Build of Pedestrian Bridge in Addis Ababa City,
Site Land Use and Pedestrian Volume study
DB Contractor: Jiangxi the Second Construction Co LTD, Addis Ababa, Ethiopia
Prepared by: SETDAM BIM Consulting Engineers and Architects
Client: Addis Ababa Road Traffic Management Agency (AARTMA)

EXECUTIVE SUMMARY
Addis Ababa, the capital city of Ethiopia with 3.2 million inhabitants is rapidly growing and
like many growing cities, its urban environment has expanded to accommodate cars while
having become increasingly hostile to pedestrians. Travel in the city has become
increasingly risky, especially for pedestrians, who make up 42% of commuters and 80%
of total road traffic deaths. The risk is compounded by inadequate and inappropriate
facilities and infrastructure and the lack of protected pedestrian crossings, both at mid-
blocks and at intersections.
To address these problems, the Addis Ababa City Road Traffic Management Agency
(AARTMA) has initiated a pilot project to construct new pedestrian crossing facility
(Pedestrian Bridge) at four selected locations along the LRT and ring road routes at areas
where a higher number of pedestrians crossing demand and high traffic congestion exist.
The design and build project contract of the proposed pedestrian bridges is awarded to
Jiangxi the Second Construction Co LTD on 26th March 2021 and the contractor has been
working on the overall design of the bridges and mobilization of resources since then.
The current report contains the land use study and pedestrian crossing data of the
proposed sites to identify the major facilities in the area which attract more pedestrian
traffic, future development plan of the study area and integration of the pedestrian crossing
facility with existing facilities and structures such as public transport stations and terminals
as well as adjacent commercial buildings
Manual counting of hourly pedestrian crossing on seven consecutive days has been
collected and analyzed on all of the four proposed locations to determine the volume of
pedestrian traffic along the corridors so that the exact location and size of the proposed
pedestrian bridges may be determined. The collected pedestrian data has been
forecasted to accommodate future pedestrian traffic volume increase during the design
service life of the pedestrian crossing bridge. Based on the collected data, analysis is done
to determine the Average Hourly Pedestrian Traffic (AHPT) which is calibrated based on
the features of the current built environment. The land use study and AHPT data is finally
used to determine the exact location and alignment of pedestrian crossing bridge, size
(span, width and height) as well as the vertical access types and other additional functions.
CONTENTS
Executive Summary......................................................................................................... 3
List of Figures ................................................................................................................. vi
List of Tables ................................................................................................................. vii
List of Abbreviations ..................................................................................................... viii
1. Background ............................................................................................................ 9
1.1. Goal ......................................................................................................................................... 2
1.1.1. Specific Activities and outcome: .......................................................................... 2
1.2. Scope and Limitations .......................................................................................................... 2
2. Project Rationale .................................................................................................... 3

2.1. General ................................................................................................................................... 3
2.2. Recommended brdge Location on the four selected sites .............................................. 3
2.3. Land use study along project area ...................................................................................... 3
2.4. Pedestrian volume and pattern study ................................................................................. 4
2.4.1. Counting and Forecasting .................................................................................... 4
2.5. Geometry of Bridge ............................................................................................................... 6
2.5.1. Deck Width ............................................................................................................. 6
2.5.2. Vertical Clearance ................................................................................................. 7
2.5.3. Vertical Circulation: Stairs, Ramps & Elevators ................................................ 7
2.6. Safety and Maintenance Requirements ............................................................................. 7
3. LAND USE STUDY AND PEDESTRIAN VOLUME COUNT OF THE PROPOSED

PEDESTRIAN BRIDGE LOCATIONS.............................................................................. 9
3.1. Gojam Berenda ...................................................................................................................... 9
3.1.1. Location .................................................................................................................. 9
3.1.2. Road Network ...................................................................................................... 10
3.1.3. Pedestrian source investigation ........................................................................ 11
3.1.4. Current Pedestrian movement .......................................................................... 13
3.1.5. Pedestrian count .................................................................................................. 14
3.1.6. Future pedestrian growth ................................................................................... 15
3.1.7. Final Remark ........................................................................................................ 17
3.1.8. Proposed Pedestrian Bridge Location .............................................................. 18
iv
3.2. Meri CMC Area .................................................................................................................... 19
3.2.1. Location ................................................................................................................ 19
3.2.2. Road network ....................................................................................................... 20
3.2.7. Final Remark ........................................................................................................ 29
3.3. Gurd Shola ........................................................................................................................... 31
3.3.1. Location ................................................................................................................ 31
3.3.2. Road network ....................................................................................................... 32
3.3.7. Final Remark ........................................................................................................ 41
3.4. Gumuruk Cargo ................................................................................................................... 43
3.4.1. Location ................................................................................................................ 43
3.4.2. Road network ....................................................................................................... 44
3.4.7. Final remark ......................................................................................................... 51
4. pedestrian Bridge capaity and geometry ............................................................... 53
5. Conclusion and recommendations ........................................................................ 54
Biblography ................................................................................................................... 61
Appendix ....................................................................................................................... 63
Forecast table for the rate of urbanization in Addis Ababa ................................................................ 63
v
LIST OF FIGURES
Figure 2-1 Urbanization rate of Addis Ababa .................................................................. 5
Figure 3-1 Site Location ................................................................................................. 9
Figure 3-2 Figure Ground Map ....................................................................................... 9
Figure 3-3 Road Network...............................................................................................10
Figure 3-4 Pedestrian Permeability ................................................................................11
Figure 3-5 Major Pedestrian Sources ............................................................................11
Figure 3-6 Site Characteristics ......................................................................................12
Figure 3-7 Building Height Distribution...........................................................................12
Figure 3-8 Pedestrian Movement...................................................................................13
Figure 3-9 Existing Pedesterian volume..........................................................................14
Figure 3-10 Pedestrian Volume count distribution at Gojam Berenda site .....................15
Figure 3-11 Pedestrian crossing demand forecasting curve at Gojam Berenda site ......16
Figure 3-12 Final Site Analysis ......................................................................................17
Figure 3-13 Proposed Pedesterian bridge location…………………………………………17
Figure 3-14 Location......................................................................................................19
Figure 3-15 Figure ground map .....................................................................................19
Figure 3-16 Road Network.............................................................................................20
Figure 3-17 Pedestrian Permeability ..............................................................................21
Figure 3-18 Major Pedestrian Sources ..........................................................................21
Figure 3-19 Urban Structure ..........................................................................................22
Figure 3-20 Pedesterian crossing the route ...................................................................23
Figure 3-21 The imformal market in relation with pedesterian movment…………………23
Figure 3-22 Traffic Movemment………………………………………………………………24
Figure 3-23 Taxi stations along the site……………………………………………………..25
Figure 3-24 Building Height Distribution…………………………………………………….25
Figure 3-25 Pedestrian volume count distribution at Meri CMC site ...............................25
Figure 3-26 Pedesterian Crossing Route……………………………………………………26
Figure 3-27 Pedestrian Movement.................................................................................26
Figure 3-28 Pedestrian crossing on weekends…………………………………………..….27
Figure 3-29 Pedestrian crossing demand forecast curve at Meri CMC site ....................28
Figure 3-30 Final Pedestrian Analysis ...........................................................................29
Figure 3-31 The LRT station…………………………………………………………………..30
Figure 3-32 Proposed Pedesterian Bridge Location………………………………………..30
Figure 3-33 Location......................................................................................................31
Figure 3-34 Figure Ground Map ....................................................................................31
Figure 3-37 Major Pedestrian Sources ..........................................................................33
Figure 3-38 Urban Structure ..........................................................................................33
Figure 3-39 Commecial Shops along the main road ......................................................35
vi
Figure 3-40 Urban Structure…………………………………………………………………36
Figure 3-41 Pedesterian Crossing Route…………………………………………………..36
Figure 3-42 Building Height Distribution……………………………………………………37
Figure 3-43 Exisitng Buildings around the site………………………………………………37
Figure 3-44 Pedestrian volume count distribution at Gurd Shola site .............................37
Figure 3-45 Exisiting Pedesterian crossing route…………………………………………..38
Figure 3-47 Pedestrian crossing demand forecast curve at Gurd Shola site ..................40
Figure 3-48 Final Site Analysis ......................................................................................41
Figure 3-49 Proposed Pedestrain bridge location…………………………………………..42
Figure 3-50 Location......................................................................................................43
Figure 3-51 Built Area....................................................................................................43
Figure 3-53 The main Road ...........................................................................................44
Figure 3-55 Major pedesterian sources .........................................................................46
Figure 3-56 The Entarcen of Ethiopian Cargo Head office………………………………...47
Figure 3-57 Building Height Distribution.........................................................................46
Figure 3-58 Pedestrian volume count distribution of Gumruk Cargo site.......................47
Figure 3-60 Pedestrian crossing demand forecast curve at Gumruk Cargo site.............51
Figure 3-61 Final Site Analysis………………………………………………………………..52
Figure 3-62 Proposed pedesterian bridge location ........................................................51
LIST OF TABLES
Table 2-1. Overview on typical values for minimum width and maximum inclination of
pedestrian bridge deck as specified by different codes ................................................... 6
Table 3-1 Pedestrian volume count at Gojam Berenda site ...........................................14
Table 3-2 Pedestrian crossind deman forecasting at Gojam Berenda site .....................15
Table 3-3 Pedestrian volume count at Meri CMC site ....................................................24
Table 3-4 Pedestrian Crossind demand forecasting at Meri CMC site ...........................28
Table 3-5 Pedestrian volume count at Gurd Shola site ..................................................36
Table 3-6 Pedestrian crossing demand forecasting at Gurd Shola site ..........................39
Table 3-7 Pedestrian volume count at Gumruk Cargo site .............................................47
Table 3-8 Pedestrian crossing volume demand forecast at Gumruk Cargo site .............50
vii
LIST OF ABBREVIATIONS
AARTMA – Addis Ababa Road Traffic Management Agency
AASHTO – American Association of State Highway and Transportation Officials
AACRA - Addis Ababa City Road Authority
AHPT – Average Hourly Pedestrian Traffic
viii
1. BACKGROUND
Addis Ababa, the administrative and financial capital of Ethiopia, is experiencing continued
growth and change. Economically, the City is transforming from a predominantly
administrative and service center into an industrial and financial center. The population of
Addis Ababa, according to the 2007 National Census was about 2.74 million people. This
is expected to grow to between 4 and 5 million by 2020 depending on the pace of
development expected to take place. By this time, the city would have to be capable of
handling an urban travel demand of over 6 million trips per day (ERC, 2014).
The constructions of new light railway in Addis Ababa is currently completed in major city
areas from North to South and East to West. Since pedestrians are part of every roadway
environment, their interaction with traffic should be a major consideration in railway
planning and design. However, one can easily witness that this major item is seemingly
ignored under this huge industry. Indeed, the pedestrian crossing doesn’t get much
attention by parties involved in the construction. Although the Ethiopian Roads Authority
(ERA), Ethiopian Railway Corporation and Addis Ababa City Roads Authority (AACRA)
which are main governing parties in railway/road construction in the country and in the
City, respectively, in many ongoing railway construction projects in our capital and
noticeable traffic problems on pedestrian crossing are observed every day. Whenever
there is heavy traffic flow in various directions, multi-level intersections are preferable in
view of road safety and saving of time. For instance, a road tunnel for the under passing
fast traffic. Some of these requirements and implications are functional. People should be
able to cross the road or railway safely and comfortably. Other requirements are
psychological.
The most successful shopping sections are those that provide the most comfort, allow
uninterrupted flow of pedestrian’s movement separate from train and vehicle traffic and
pleasure for pedestrians. Underpass pedestrian cross systems are systematic
underground pedestrian spaces that have multiple functions for transport, public and
commercial usage - such as underground shopping streets, and subway stations with
underground concourses. If underpasses are used, it has to be well lighted, cleaned, and
the area has to be safe from thieves.
The problems of Pedestrian crossing is a basic element in Addis Ababa railway

constructions, while it has given less attention. The result of such problems is causing
traffic accident, crowded traffic flow and waste of time. The less attention given to
Pedestrian crossing is affecting not only pedestrian, but also vehicular/train/ traffics. One
can easily imagine how the problem is more dangerous when it happens on the elderly
and the disabled ones.
Addis Ababa can be a challenging place for pedestrians. Sidewalks are narrow, uneven,
or obstructed–if they exist at all—and drivers often fail to yield to pedestrians. This state
ix
of affairs is not just inconvenient, it’s dangerous. Almost 500 people die in road crashes in
the city per year, and more than 80 percent of these are pedestrians. This number is
expected to increase along with vehicle ridership.
Because of the absence of safe pathways for pedestrians in the city, they are forced to
cross streets through inappropriate way risking their life to traffic accident. It is the
responsibility of the professionals engaged in such project to look for a solution to alleviate
such big problem of the city. The sum of all mentioned practices leads to conduct this
research in order to identify the current situation on the problems of Pedestrian crossing
at Addis Ababa railway projects.
City officials have launched a number of initiatives to reduce traffic injuries and fatalities
by half by 2023. One such initiative is the recently launched Safe Intersections Program
(SIP) which will transform ten intersections per year over the next three years, making
them safer and more efficient.
1.1. GOAL
The main goal of this project is to design and build four pilot pedestrian-crossing bridges
along the Addis Ababa light railway (LRT) routes and the ring road to reduce accidents
and improve safety of pedestrians.
1.1.1. SPECIFIC ACTIVITIES AND OUTCOME:

The specific activities and outcomes of the project are:
▪ Study and analyze the current pedestrian movement pattern and volume.
▪ Forecast future pedestrian traffic volume and estimate the desired pedestrian
bridge capacity
▪ Design grade separated pedestrian crossing bridges that can avoid vehicle-
pedestrian conflict and the resulting accident.
▪ Provide extra safety and mobility measures along and around the crossing so that
the pedestrians use the crossing without any second option during any time of the
day.
▪ Provide additional functional spaces such has public transport ticket offices, small
shops and security offices on the crossing so that the pedestrian willingly prefers
the crossing.
1.2. SCOPE AND LIMITATIONS
▪ The study area was located along four pilot locations in Addis Ababa namely
Gojam Berenda, Meri CMC, Gurd Shola and Bole Gumuruk Cargo.
▪ Un-automated pedestrian counters (persons) were used to count the pedestrian
volume.
2
2. PROJECT RATIONALE
2.1. GENERAL
Pedestrian safety is a critical issue in Ethiopia. Reports show that 50 to 60% of traffic
fatality victims in the country are pedestrians (WHO, 2013a; 2009). The majority of
pedestrian crashes occurred due to conflicts between pedestrians and vehicles, while the
pedestrians try to crossroads (Tulu, Washington and King, 2013).
In Addis Ababa ’s light rail transit system (LRT) most pedestrian crossings to the LRT
stations are “at grade,” or street level. Therefore, safety level at the LRT grade crossings
is a major concern. To better protect pedestrians, raised crossings are recommended.
Grade separated crossings reduce pedestrian-vehicle conflicts and potential accidents

thereby improving pedestrian safety. In addition, they can also reduce vehicle delay,
increase highway capacity, and reduce vehicle accidents when appropriately located and
designed.
This study is done taking its main objective being mobility and safety but without sacrificing
other functions like aesthetics, simplicity of movement in terms of effort and time of
crossing, cost effectiveness and functionality. Descriptive study was conducted along with
in depth literature review and focus group interview to understand the current pedestrian
patterns and volume. Both quantitative and qualitative data is collected. The quantitative
data includes the pedestrian count which is done manually. Data related to site condition
is collected as a field measurement.
2.2. RECOMMENDED BRDGE LOCATION ON THE FOUR SELECTED

SITES
The exact location of overpass pedestrian crossing bridges at the four sites were decided
based on the following criteria:
• Pedestrian safety and easily mobility

• Accessibility to pedestrian movement generated from the various transport.
modalities around the sites
• Proximity to the major facility with in the sites which attract more pedestrian traffic
like malls, churches, schools, market places etc.
• Economic, engineering, social, and environmental concerns as well as costs of
operation such as maintenance and inspection.
2.3. LAND USE STUDY ALONG PROJECT AREA
The volume and character of pedestrian traffic generated in the selected sites depends
primarily on the land use. Three characteristics of land use that have been found closely
related to trip generation are density, character and location of land use activities.
3
The existing land use of the proposed pedestrian bridge sites with in 1Km radius has been
conducted to identify the following key factors:
• The major facilities in the selected sites which generate or attract pedestrian traffic
• The exiting public transport stations and terminals which can be integrated with the
new pedestrian crossing bridge
• Existing and future road network of the selected sites
2.4. PEDESTRIAN VOLUME AND PATTERN STUDY
2.4.1. COUNTING AND FORECASTING

Manual counting of pedestrians has been done for seven consecutive days on hourly basis
for each of the four selected sites. Manual counting is one of the simplest and most
accurate methods of counting pedestrians. The only equipment required is a handheld
counter or pencil and paper. With a handheld counter, a person can count up to 4,000
pedestrians an hour (Schweizer, 2005). The manually collected data is further stratified,
analyzed, and interpreted to determine the bridge capacity.
Forecasting Methods
Future pedestrian count forecasting is used to estimate capabilities and deficiencies of a

selected facility and its future improvement needs. Based on these estimates, cost
allocation for a facility modeling is determined. Future pedestrian count also helps
engineers evaluate the safety of the facility. Data parameters required for calculation of
future pedestrian count depends on the type of method one use as a forecasting technique
however most prediction techniques include parameters like current year count, rate of
change in growth, and number of years to be forecasted.
The methodology used for traffic forecasting has considered the expected growth of Addis
Ababa city's urbanization rate over time. To anticipate pedestrian crossing demand, past
trends in urbanization expansion and pedestrian crossing count have been analyzed in
depth. Several guidebooks and standards use different year of forecasting; for instance,
according to the U.S. Department of Transport Federal Highway Administration (U.S. DoT
FHWA) Guide a 20-year forecast should be used, which covers 18 to 25 years from the
time of data forecast (U.S DoT FHWA, 2018; MNDoT, 2017). Taking into consideration
that the longer the forecast period, the greater the possible error due to any assumptions
in extrapolating existing data. Hence, this study proposed the design volume1 to be 20
years of forecasting the pedestrian crossing demand.
1
Design volume is the projected traffic volume for the design life of a transportation facility.
4
The U.S. DoT FHWA & MN DoT were utilized to forecast the growth rate of pedestrians
crossing the road. Pedestrian crossing demand forecasting using the U.S. DoT FHWA
with the equation of:
AADT Future = AADT Current * (AACR+1) n
Where:
AADT Future = Annual Average Daily Pedestrian Traffic for the forecasted year
(pedestrian count /day)
AADT Current = Annual Average Daily Pedestrian Traffic for the current year
(pedestrian count /day)
AACR = Annual Average Change Rate
n = number of forecasted years
The number of pedestrian crossings (traffic) was counted at each location for seven
consecutive days from 6:00 a.m. to 9:00 p.m., with a one-hour interval between counts,
and the totals were averaged and used for forecasting.
According to the latest revision of the UN World Urbanization Prospects, the population of
Addis Ababa is expected to grow by 3.85 percent. However, when the same factors used
by UN World Urbanization Prospects are considered, the population growth prediction is
expected to decrease to 3.48% percent after 20 years (2041) continuing extrapolating the
function of the urbanization rate the population continues to decrease with 1.56% and
0.05% at year 2071 and 2096 respectively. The decline of urbanization rate could be
attributed to the cities capacity of entertaining more population. Figure 1 depicts the pace
of urbanization growth, while Appendix 1 has a forecast table for the rate of urbanization
in Addis Ababa.
Growth
450000 y= -1.1771x3 + 7111.5x2 - 1E+07x + 1E+10
400000 R² = 0.9545
350000
Urbanization Growth
300000
250000
200000 Growth
150000 Poly. (Growth)
100000
50000
0
-500001940 1960 1980 2000 2020 2040 2060 2080 2100
Year
Figure 2-1 Urbanization rate of Addis Ababa
5
2.5. GEOMETRY OF BRIDGE
Pedestrian crossing volume count and international as well as local guidelines and
regulations are used to determine the required geometric conditions of the pedestrian
crossing bridges on all four locations.
2.5.1. DECK WIDTH

The pedestrian bridge deck width is dependent on the expected pedestrian density and
site conditions. The information given in the table below summarizes minimum geometric
requirements such as deck widths, clearance, and grade of pedestrian crossing bridges
according to different national and international standards.
Table 2-1. Overview on typical values for minimum width and maximum inclination
of pedestrian bridge deck as specified by different codes
Code/Spec Country Minimum Deck Width Clearance Maximum

(m) (m) Inclination (%)
Austroads Australia 1.5 – 1.8 (Pedestrians) 2.1-2.4 12.5 (pedestrians
12,14,92 1.5-2.0 (Cyclists 1 lane) (pedestrian) 5.0 (cyclists)
2.5-3.0 (cyclists 2 lane) 2.5-3.0 3.0 (mixed traffic)
(Cyclists)
2.5-3.0 (mixed traffic)
DIN 18024-1 Germany 1.8 (pedestrians) - 6.0
2.0 (mixed traffic)
2.7 (pedestrians/cyclists
separated)
Structural Hong 2.0 - 5.0-8.3
Design Manual Kong 3.0 (at metro stations) (pedestrians)
Japanese Japan 1.5 Pedestrians 2.5 12.0

Footbridge 2.0 Cyclist and
Design Code Wheelchair Users
(1979)
Japanese Japan 3.0 - 5.0
Footbridge
Design
Guidelines for
Pedestrians
(1998)
6
Design South 1.5-3.0 (pedestrians) 2.5 -
Specifications of Korea 3.0 (cyclists)
Road Structures
BS5400 United 1.8 (pedestrians) - 5.0-8.3
Kingdom 2.0 (mixed traffic) (pedestrians)
2.7 (pedestrians/cyclists
separated)
2.5.2. Vertical Clearance

ASSHTO suggests that the minimum vertical clearance from the roadway to pedestrian
bridges, utility bridges, and overhead sign supports shall be 17.50 ft which is about 5.3
meters.
2.5.3. Vertical Circulation: Stairs, Ramps & Elevators

Pedestrian overpass structures, if practical, may be provided with both ramps and
stairways, but under no condition should a structure be built with stairs only (AASHTO).
Densely built urban areas often force the bridge designer to provide stairways to provide
the necessary roadway clearance. Steep stairways and spiral staircases, while minimizing
overall stairway length, are difficult for the disabled and elderly to handle. Elevators and
rest stations may often be required to ease use for the elderly and disabled. Providing
multiple entrances to elevated footpaths reduces detours for pedestrians but may
complicate the design, as does providing a connection to second floors of neighboring
buildings.
2.6. SAFETY AND MAINTENANCE REQUIREMENTS
Railings will be provided along the edges of the footbridge walkway. Footbridge railings
prevent people from falling off the bridge deck. Minimum height for railings varies from
1.0m to 1.15m in international codes (Strasky J., 2005)
7
Figure 2-2 Railing Height
Design of the Pedestrian bridges will be carried out to allow ease of inspection and
maintenance. The following maintainability issues will be considered:
• Accessibility to periodic inspection and maintenance

• Future protective overlay,
• A future deck replacement or supplemental structural resistance.
8
3. LAND USE STUDY AND PEDESTRIAN VOLUME COUNT OF THE
PROPOSED PEDESTRIAN BRIDGE LOCATIONS
3.1. GOJAM BERENDA
3.1.1. LOCATION
The site is located in Addis Ababa at the center of Merkato along Fitawrari H/G Street. It
is located at the center of Merkato, which is the busiest area in the city.
Figure 3-1 Site Location
The settlement shows irregular planning, which does not offer enough free space and
keeps the proportion of undeveloped area low. Moreover the congested planning has high
impact on the number of pedestrian along the main street.
Figure 3-2 Figure ground map
9
3.1.2. ROAD NETWORK
The main road measures 40m with LRT line and connects Autobus-tera to Giorgis church.
There are six collector roads to the main road which comes from both sides and many
local streets too. The main collector roads which generate the pedestrian traffic are three,
and they are all to and from the center of Merkato. The collector streets located on the
north side of the LRT line connects the site to the old residential settlement of Addis
Ababa. The unique feature of this site is most of the local roads also generate pedestrian
traffic to the main street. (Fig 3-3)
Figure 3-3 Road Network
Figure 3-4 illustrates the pedestrian permeability level based on the different road
characteristics of the site. This network exemplifies the distinction between connectivity
and permeability. The drawing shows the three types of connectors: principal arterial in
red, Collector Street in orange and Local Street in green. The pedestrian permeability
increases from the local roads to the collector street and at last the principal arterial has
high pedestrian permeability.
10
Figure 3-4
Pedestrian
Permeability
3.1.3. PEDESTRIAN SOURCE INVESTIGATION

The commercial buildings are the major sources of pedestrian traffic in the Gojam
Berrenda area where as other sources like mosque, church and schools also add up to
the traffic making It the busiest location among the four sites studied (Fig 3-5). The site
below the LRT line is characterized by highly active district which the pedestrian flows
from the center of Merkato. Even if there is high pedestrian movement on the corridor
above the LRT line, as a district the site is mainly residential and dead end without much
access and economic activity.
Figure 3-5 Major Pedestrian Sources
11
Figure 3-6 illustrates the major pedestrian sources. Gojam-Berrenda site is one of the
most prominent commercial hubs in Addis Ababa. The land use on the site can be seen
in two perspectives; a modest commercial and residential area is located on the north side
of the LRT, while a highly networked commercial hub is located on the south side of the
LRT. In terms of building height, most commercial shops on the roadside are situated on
ground level, with the exception of some buildings such as Yirga-Haile commercial Center.
(Fig 3-7)
Figure 3-6 Site Characteristics
Figure 3-7 shows the

building height distribution
along the Gojam Berenda
LRT corridor. Future
expansion, specially new
commercial buildings are
expected in this site which
will generate even more
pedestrian traffic.
Figure 3-7 Building Height Distribution
12
3.1.4. CURRENT PEDESTRIAN MOVEMENT
Since the area is the largest market place in Ethiopia the number of people who cross the
LRT at a time is very large. (Fig 3-8) and Figure 3-9 shows the existing crossing challenge
in the peak pedestrian volume hours.
Figure 3-8 Pedestrian Movement
13
Figure 3-9 Existing Pedestrian volume in a peak hour
3.1.5. PEDESTRIAN COUNT

Due to the existence of marketplaces, the “Gojam Berrenda” site is described as the most
congested and pedestrian-following observation site. The demand for vehicles at this
location reduces the safety of railway passengers, increases queuing time, travel costs,
and congestion.
Table 3-1 Pedestrian volume count at Gojam Berenda site
Time bar Number of pedestrian crossings

Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Total
6:00-7:00 am 2212 2546 1736 2195 1376 1313 1343 12721
7:00-8:00 am 3074 3721 2461 3156 2140 2057 3313 1999
8:00-9:00 am 4286 4307 3460 3967 3121 3649 4044 26834
9:00-10:00 am 3691 4514 3680 3890 3833 3883 5005 28496
10:00-11:00 am 3910 4067 3664 4062 3853 3402 4875 27833
11:00-12:00 pm 4434 4487 3262 3784 4381 3752 5040 29140
12:00-1:00 pm 3537 3578 2702 3892 2982 3114 4507 24312
1:00-2:00 pm 3365 4542 4202 4070 2454 2451 4418 25502
2:00-3:00 pm 4287 4587 3696 405 3410 3603 447 20435
3:00-4:00 pm 4245 4748 3368 4487 4122 3531 4470 28971
4:00-5:00 pm 3700 5051 3673 3983 4115 3091 4670 28283
5:00-6:00 pm 2554 3362 2815 2955 2922 2757 3756 21121
6:00-7:00 pm 1644 4603 1091 1781 1228 1336 1593 13276
7:00-8:00 pm 751 658 575 639 639 1018 1097 5377
8:00-9:00 pm 397 324 226 222 375 420 595 2559
14
Gojam Berrenda
6000
Pedestrian count 5000

4000
3000
2000
1000
0
Time bar
Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7
Figure 3-10 Pedestrian Volume count distribution at Gojam Berenda site
3.1.6. FUTURE PEDESTRIAN GROWTH

Taking the average from the total summation of the pedestrian count form the weekly
count which is 304809/ 15 = 19790.6 this means a count of 19791 will be expected each
week. This means 2827 number of pedestrian counts is expected to be observed daily.
Following to this computation of average pedestrian count forecasting will be done with
the above-mentioned methods.
The Table 3-2 below describes the growth rate and its related pedestrian crossing
progression rate is shown in figure 3-10 below
Table 3-2 Pedestrian crossing demand forecasting at Gojam Berenda site
Year AADT AACR Avg. Annual Growth

2041 6311.54 3.48% 219.64
2040 6095.75 3.54% 215.79
2039 5883.93 3.60% 211.82
2038 5675.63 3.67% 208.30
2037 5471.55 3.73% 204.09
2036 5271.75 3.79% 199.80
2035 5076.31 3.85% 195.44
2034 4884.82 3.92% 191.49
2033 4697.40 3.99% 187.43
2032 4514.56 4.05% 182.84
15
2031 4335.92 4.12% 178.64
2030 4161.95 4.18% 173.97
2029 3992.28 4.25% 169.67
2028 3827.69 4.30% 164.59
2027 3667.77 4.36% 159.91
2026 3512.85 4.41% 154.92
2025 3363.51 4.44% 149.34
2024 3220.21 4.45% 143.30
2023 3083.02 4.45% 137.19
2022 2951.95 4.44% 131.07
2021 2827 4.42% 124.95
Pedistrian crossing demand

Growth
250.00
Urbanization Growth
200.00
y = 0.003x3 - 18.47x2 + 37647x - 3E+07

150.00
R² = 0.9999
100.00
50.00
0.00
2020 2025 2030 2035 2040 2045
Axis Title
Figure 3-91 Pedestrian crossing demand forecasting curve at Gojam Berenda site
Using (U.S DoT FHWA, 2018);
AADT 2021+20 = AADT 2021 * (1 + 0.0348) 20
AADT 2041 = 2827 * (1.0348) 20
AADT 2041 = 2827 * 1.982
AADT 2041 = 5603.433
16
The population forecast from the above calculations is after 20 years form the base year.
The pedestrian volume that crosses the road is expected to grow from 2827 to 5604
following the U.S DoT FHWA guideline.
3.1.7. FINAL REMARK

Since the area is the largest market place in Ethiopia, the number of people who cross the
LRT at a time is very large. The main pedestrian sources are the commercial areas near
the LRT station but other source like church, mosque and school can also be fair
contributors since they are relatively far. The existing pedestrian crossing point is located
beside the LRT station which is a conveniently placed near the taxi and bus terminals as
well as collector roads. (Fig 3-13)
Figure 3-12 Final Site Analysis
17
3.1.8. Proposed Pedestrian Bridge Location
Rationale of the proposed site selection;
• The recommended pedestrian bridge location is chosen based on the present
crossing route choice and frequent pedestrian crossing behavior.
• Route to the LRT, Bus, and Taxi stations is easily accessible.
• It is Placed near the main collector roads, where there is a significant volume of
pedestrian traffic
• Based on topographical circumstances, the suggested position has the ideal place
for a suitable level of stair and carriageway while causing the least impact to the
current pedestrian walkway.
• It’s a location where Utility and infrastructure are kept as clear as possible.
Figure 3-13 Proposed pedestrian bridge location
18
3.2. MERI CMC AREA
3.2.1. LOCATION
The site is located in Addis Ababa at Meri CMC along the LRT Line. As it is one of the
main roads which connect the center of the city with the periphery, there are different
activities and new developments.
Figure 3-14 Location
The site is mainly covered with new settlement and vegetation. There is both old irregular
settlement and regular settlement. The open spaces are currently used for different
commercial activities. (Fig 3-15)
Figure 3-15 Figure ground Map
19
3.2.2. ROAD NETWORK
The arterial road is very crowded with vehicular movement in the morning and evening
hours because of people movement from the highly residential district of the periphery to
the center of the city. Unmanaged pedestrian crossing the arterial road is one of the main
reasons for the increase of queuing time and congestion. Figure 3-16 illustrates the local
and collector streets network that feeds high volume of pedestrian to the main arterial. The
local streets mainly connect the residential zones however in between there are collector
streets which persuade the permeability of the increased population.
One of the unique features of the site is that it consists of different socio-economic
activities. Both sides of the residential district are surrounded with highly commercial
buildings, religious center, and governmental offices. Hence social organization increases
the human movement that creates a great impact on the vehicular flow and traffic jam.
The LRT station and pedestrian crossing line is located on different places. Because of
this people crossing the road takes much longer time. Figure 3-17 clarifies the pedestrian
permeability of the site. Permeability level of a street is found to be closely related with the
physical, functional, and perceptual properties of the inhabitants. The arterial road has
demanding pedestrian permeability in comparison with the other type of the street.
20
Figure 3-17
Pedestrian
Permeability

The site is mainly covered with new settlement and vegetation. There is both old irregular
settlement and regular settlement. The main pedestrian sources are the St. Michael
church, Gast Mall, the commercial district adjacent to the mall and mixed-use buildings
behind the church. (Fig 3-18)
Figure 3-18 Major pedestrian sources
21
Figure 3-19Urban Structure
Figure 3-19 shows urban demographic settlement; from the figure we can understand that
the site has preciously high socio-economic organization. For instance, St. Michael church
generates very high pedestrian volume on the site especially on Sunday morning and at
the evening as well as on Ethiopian Orthodox Holidays (Fig 3.20). Gast Mall and other
commercial buildings are also the main source of human movement on the site. High
human movement is recorded from Monday to Saturday during working hours.
Figure 3-20 Pedestrian crossing the road
22
Picture 3-21 the informal market in relation with pedestrian movement
Figure 3-22 Traffic movement
Public transport stations are distributed distant apart from the crossing access. The bus
station, tax station and train station; became very crowded during morning when people
go to work, in mid days when people move for lunch and different reason and at evening
hours when peoples get back from their work.
Figure 3-23 Taxi

stations along the site
23
Figure 3-24 shows the building
height distribution along the
CMC LRT. Future expansion,
especially new commercial
buildings are expected in this
site which will generate even
more pedestrian traffic.
Figure 3-24 Building height distribution

Table 3-3 Pedestrian volume count at Meri CMC site

6:00-7:00 am 125 256 264 235 425 326 298 1929
7:00-8:00 am 865 956 867 698 1250 965 948 6549
8:00-9:00 am 1169 1188 2563 1698 2564 1425 1598 12205
9:00-10:00 am 1265 1987 2069 1895 1624 1894 1965 12699
10:00-11:00 am 2485 2058 1684 1784 2368 1468 2169 14016
11:00-12:00 pm 2158 2248 2196 2447 1452 1788 1456 13745
12:00-1:00 pm 1254 1986 1025 1624 1967 1245 1675 10776
1:00-2:00 pm 895 1954 1849 1548 1668 986 2154 11054
24
2:00-3:00 pm 1268 966 1895 1687 1479 1632 1224 10151
3:00-4:00 pm 2056 2148 1984 1173 2594 2164 1487 13606
4:00-5:00 pm 2154 2445 2158 2102 2188 2156 1657 14860
5:00-6:00 pm 2359 2245 2687 2212 2549 1654 2548 16254
6:00-7:00 pm 1259 789 1236 958 639 542 495 5918
7:00-8:00 pm 887 548 635 326 965 463 325 4149
8:00-9:00 pm 225 336 248 426 235 259 268 1997
Cmc Meri
3000
Pedestrian count
2500
2000
1500
1000
500
0
Time bar
Figure 3- 25 Pedestrian volume count distribution at Meri CMC site

The pedestrian crossing is mainly limited to the space provided by the LRT station since
there is no other possible crossing area on the location. Jumping is not allowed on the
LRT fences, and it is highly enforced by the federal police. Figure 3-26 shows the current
pedestrian crossing line. There is a pedestrian volume variation over different hours of the
day and different days in a week. Fig 3-27 displays the minimum pedestrian volume
crossing in a weekday without the peak hours. However, the site investigation explores
that in the week ends specially people going to the church and peak hours of the weekdays
very large volume of pedestrian movement is counted. (Fig 3-28)
25
Figure 3-26 Pedestrian crossing route
26
Figure 3-28 Pedestrian crossing on weekends (Sunday morning) and holidays

count which is 149908/ 15 = 9993.86 this means a count of 1427.69 will be expected each
week. On average, 1428 pedestrian counts is expected to be observed daily. Following to
this computation of average pedestrian count forecasting will be done with the above-
mentioned methods on forecasting rationale.
Using (U.S DoT FHWA, 2018) pedestrian crossing demand calculation.
AADT 2021+20 = AADT 2021 * (1 + 0.0348) 20
AADT 2041 = 1428 * (1.0348) 20
AADT 2041 = 1428 * 1.982
AADT 2041 = 2830.296
The volume of pedestrian that crosses the road is expected to grow from 1428 to 2831
progression rate is shown in the Figure 3-21 below
27
Table 3-4 Pedestrian Crossing demand forecasting at Meri CMC site

2041 3,188.14 3.48% 110.95
2040 3,079.14 3.54% 109.00
2039 2,972.14 3.60% 107.00
2038 2,866.93 3.67% 105.22
2037 2,763.84 3.73% 103.09
2036 2,662.91 3.79% 100.92
2035 2,564.19 3.85% 98.72
2034 2,467.47 3.92% 96.72
2033 2,372.79 3.99% 94.67
2032 2,280.43 4.05% 92.36
2031 2,190.20 4.12% 90.24
2030 2,102.32 4.18% 87.88
2029 2,016.61 4.25% 85.71
2028 1,933.48 4.30% 83.14
2027 1,852.70 4.36% 80.78
2026 1,774.44 4.41% 78.25
2025 1,699.01 4.44% 75.44
2024 1,626.62 4.45% 72.38
2023 1,557.32 4.45% 69.30
2022 1,491.12 4.44% 66.21
2021 1428 4.42% 63.12

600.00
y = -0.0019x3 + 11.812x2 - 24383x + 2E+07
Urbanization Growth
500.00 R² = 1
400.00
300.00
200.00
100.00
-
2020 2025 2030 2035 2040 2045
Year
Figure 3-10 Pedestrian crossing demand forecast curve at Meri CMC site
28
3.2.7. FINAL REMARK
The main pedestrian sources of Meri CMC area are St. Michael church, the commercial
market near the LRT station, mixed use buildings, Gast entertainment center and the
informal market along the street, but other source like school and service giving functions
around the location can also be fair contributors. The existing pedestrian crossing line is
shown on Fig 3-30 and it is not placed on the exact location of the LRT station. (Fig 3-31)
The proposed location is closer to the station.
Figure 3-30 Final Pedestrian Analysis
Picture 3-31 the LRT station
29
The proposed pedestrian bridge is located considering the pedestrian movement,
transportation stations and the impact of the existing structures; i.e. the current crossing
route is in front of the Gast Mall away from LRT station. The proposed pedestrian bridge
is located between the existing crossing route and LRT station; by doing this people from
taxi stations and train stations use the same route.
Rationale of the proposed site selection

• The suggested pedestrian bridge is chosen in an immediate distance from the frequent
pedestrian crossing route.
• Placed near the main pedestrian generating factors, i.e. St. Michael church, Gast Mall
and mixed use buildings.
• The suggested position has no impact to the current pedestrian walkway.
Figure 3-32 Proposed Pedestrian bridge location
30
3.3. GURD SHOLA
3.3.1. LOCATION
The site is located in Addis Ababa at Gurd-Shola. The residential, commercial and mixed-
use functions makes the site active and busy.
The site is mainly covered with built structures and vegetation. Moreover, un-built areas
have a chance of future development. Currently, the open spaces are utilized as
commercial spaces.
31
3.3.2. ROAD NETWORK
The main road measures 40m with LRT line and connects Megenagna (one the
commercial hub of the city) to CMC. There are many collector roads to the main road
which come from both sides. (Fig 3-35) The main purpose of those collector and local
streets is connecting the residential district with the principal arterial road. The principal
road is very congested on the peak hours and unmanaged pedestrian crossing increases
the traffic jam.
Since the location has further newly developed area with a gird layout, much of the
collector and local streets are moderately permeable.
Figure 3-12 Pedestrian Permeability
32
The unique feature of Gurd-shola site is that it accommodates governmental institutions
in addition to commercial and residential functions. However commercial activities are the
main source for high pedestrian movement. These commercial activities are local open
market located in a short distance from the main road. (Fig 3-38) pedestrian needs to
cross the main road to arrive there from unlike destinations. The marketplace gets very
crowded from Monday to Saturday during working hours. The second pedestrian
generating factors are active commercial stores on both sides of the route along the main
road. (Fig 3-39) Some of them are very close to the pedestrian walkway which has a great
impact on the traffic movement.
Figure 3-13 Major Pedestrian Sources
Figure 3-38 urban structure
33
Figure 3-39 Commercial shops along the main road
The Taxi stations are usually located at the edge of road junctions and in front of business
and commercial areas. The bus station is located away from the crowded commercial
activities. But still people move from the market places and different areas to use the
service.
Figure 3-40 urban structure
34
Figure 3-41 Pedestrian crossing route
Figure 3-42 Building Height Distribution
35
At this location there are a fair number of middle rise buildings especially along the main
and collector roads. Thus, except the governmental institution, all of them prioritize mixed
use functions. (Fig 3-43)
Figure 3-43 Existing buildings around the site

Table 3-5 Pedestrian volume count at Gurd Shola site

6:00-7:00 am 125 163 148 158 245 325 254 1418
7:00-8:00 am 269 325 270 960 987 1152 1354 5317
8:00-9:00 am 646 795 840 1432 2515 1476 1526 9230
9:00-10:00 am 808 921 1492 1626 2280 1741 1759 10627
10:00-11:00 am 1018 987 1452 1646 2753 1573 1625 11054
11:00-12:00 pm 1399 1245 1210 1632 2822 1451 1733 11492
36
12:00-1:00 pm 1056 1245 1261 1693 2411 1153 1564 10383
1:00-2:00 pm 879 1247 1261 1313 1421 1297 1596 9014
2:00-3:00 pm 1459 2015 1479 1545 1434 1433 1783 11148
3:00-4:00 pm 1526 2315 1538 1674 1565 1249 1926 11793
4:00-5:00 pm 1680 1546 1421 1811 2186 1945 1963 12552
5:00-6:00 pm 2162 3264 1264 2084 2444 1876 1756 14850
6:00-7:00 pm 1168 2654 945 895 1153 1128 1265 9208
7:00-8:00 pm 698 786 635 567 986 867 968 5507
8:00-9:00 pm 320 246 341 254 368 259 356 2144
Gurd Shola
3500
Pedestrian count
3000
2500
2000
1500
1000
500
0
Time bar
Figure 3-44 Pedestrian volume count distribution at Gurd Shola site

The existing pedestrian crossing is located at the space provided by the LRT station. (Fig
3.45) This causes extreme traffic volume especially when the train users and the sideway
pedestrians cross during the LRT stops. Moreover it has a minimum pedestrian walkway;
especially the northern side of the road because of the extended commercial activities to
the public. Accordingly it increases the pedestrian congestion in the particular location and
has great impact on the traffic jam. (Fig 3-46)
37
Figure 3-45 Existing Pedestrian crossing route
Figure 3-46 Pedestrian crossing the route
38
count which is 125915/ 15 = 8394.333 this means a count of 1199.19 will be expected
each week. This means 1200 number of pedestrian counts is expected to be observed
daily. Following to this computation of average pedestrian count forecasting will be done
with the above-mentioned methods.
progression rate in the Figure 3-32 below
Table 3-6 Pedestrian crossing demand forecasting at Gurd Shola site

2041 2,679.11 3.48% 93.23
2040 2,587.51 3.54% 91.60
2039 2,497.60 3.60% 89.91
2038 2,409.18 3.67% 88.42
2037 2,322.55 3.73% 86.63
2036 2,237.74 3.79% 84.81
2035 2,154.78 3.85% 82.96
2034 2,073.50 3.92% 81.28
2033 1,993.94 3.99% 79.56
2032 1,916.33 4.05% 77.61
2031 1,840.50 4.12% 75.83
2030 1,766.66 4.18% 73.85
2029 1,694.63 4.25% 72.02
2028 1,624.77 4.30% 69.87
2027 1,556.89 4.36% 67.88
2026 1,491.13 4.41% 65.76
2025 1,427.74 4.44% 63.39
2024 1,366.91 4.45% 60.83
2023 1,308.67 4.45% 58.24
2022 1,253.04 4.44% 55.63
2021 1200 4.42% 53.04
39
600.00
y = -0.0019x3 + 11.812x2 - 24383x + 2E+07
R² = 1
Urbanization Growth 500.00
400.00
300.00
200.00
100.00
-
2020 2025 2030 2035 2040 2045
Year
Figure 3-14 Pedestrian crossing demand forecast curve at Gurd Shola site
Using (U.S DoT FHWA, 2018) pedestrian crossing demand calculation;
AADT 2021+20 = AADT 2021 * (1 + 0.0348) 20
AADT 2041 = 1200 * (1.0348) 20
AADT 2041 = 1200 * 1.982
AADT 2041 = 2378.4
The volume pedestrian that crosses the road is expected to grow from 1200 to 2379
40
3.3.7. FINAL REMARK
Generally, the location is more organized with fairly high number of middle-rise
commercial buildings which would increase the number of pedestrians. The presence of
un-built areas would also be some possible expansion grounds for the built area which
would increase the pedestrian volume. The site has very high commercial activities
(marketplace and sideway shops) and due to this, some areas does not allow sufficient
space for the project. Thus, the proposed location is selected based on the available
cross-sectional width of the road.

• The suggested pedestrian bridge is chosen in a close distance from the existing
pedestrian crossing route.
• Placed near to the adjacent collector street and main pedestrian generating factors,
i.e., the market and sideway commercial shops.
• The suggested position has no impact to the current pedestrian walkway.
Regarding the width of pedestrian walk way an ideal location is next to Ethio-Telecom’s
building which has free space and away from commercial activities to avoid movement
chaos. Moreover, the proposed site selection considers topographical conditions that the
41
existing crossing route has a shallow topography. The proposed location is easier
regarding vertical circulation and carriageway height issues.
Figure 3-49 Proposed Pedestrian bridge location
42
3.4. GUMURUK CARGO
3.4.1. LOCATION
The site is located in Addis Ababa subtitled by Gumuruk Cargo Ring Road. Since it is
located near to Gumuruk Cargo at the center of Bole, it is the busiest road of the city.
The northern side of the ring road has residential and mixed use functions with grid layout
and organized settlement. The Ethiopian cargo head office has scattered and open layout.
(Fig 3-51) The highway passes between these two completely different district
characteristics. The road has high vehicular traffic movement during the morning and
evening hours.
43
3.4.2. ROAD NETWORK
The ring road is designed with speed way for fast vehicles without disturbance of crowds
from lay bay or pedestrians who cross the bridge. (Fig 3-53) However pedestrians
frequently cross the ring road illegally jumping the barriers which cause traffic crowd and
accident. The local streets are mainly located on the northern side of the main road that
increases the permeability of the residential zone. (Fig 3-52)
Figure 3-53 the main road
44
The residential and mixed use district is characterized by highly permeable collector and
local streets where us the area on the other side of the main street is owned by
government thus internal local streets in the compound could also be taken us fairly
permeable. (Fig 3-54)
Figure 3-54 Pedestrian Permeability

Along the ring road the main pedestrian generating factor is Ethiopian cargo head office.
(Fig 3-55) Customers of the office frequently cross the ring road illegally jumping the
barriers which cause traffic crowd and accident. (Fig 3-56) The mixed use functions
located on the northern side of the road has small percentage of pedestrian source.
45
Figure 3-55
Major
Pedestrian
Sources
Figure 3-56 The Entrance of Ethiopian cargo head office
Figure 3-57 Building Height distribution
46
Table 3-7 Pedestrian volume count at Gumruk Cargo site

6:00-7:00 am 29 36 24 45 48 31 22 235
7:00-8:00 am 48 69 78 98 142 115 126 676
8:00-9:00 am 126 136 168 156 254 265 98 1203
9:00-10:00 am 239 326 265 234 365 315 236 1980
10:00-11:00 am 428 548 465 462 456 368 348 3075
11:00-12:00 pm 426 464 385 394 461 385 569 3084
12:00-1:00 pm 259 269 312 256 259 218 38 1611
1:00-2:00 pm 426 356 425 525 358 485 215 2790
2:00-3:00 pm 359 420 516 498 564 258 569 3184
3:00-4:00 pm 420 362 245 458 364 369 264 2482
4:00-5:00 pm 269 159 255 326 265 425 347 2046
5:00-6:00 pm 145 124 131 158 198 365 261 1382
6:00-7:00 pm 96 102 86 79 114 154 98 729
7:00-8:00 pm 21 16 24 45 35 123 75 339
8:00-9:00 pm 11 8 15 21 12 95 36 198
47
Gumruk Cargo
600
Pedestrian count
500
400
300
200
100
0
Time bar
Figure 3-58 Pedestrian volume count distribution of Gumruk Cargo site

There is high pedestrian movement from cargo head office to the opposite side of the
corridor. People cross the highway in uncontrolled and unsafe manner which cause traffic
crowd and accident. (Fig 3-59)
48
The main attraction of pedestrians is the custom service of the Airport cargo area. As one
urban settlement there are other attractions such as schools, hotels and shops, but their
contribution is small.

count which is 25624/ 15 = 1708.267 this means a count of 244.0381 will be expected
each week. This means 244 number of pedestrian counts is expected to be observed
daily. Following to this computation of average pedestrian count forecasting will be done
with the above-mentioned methods.
Using (U.S DoT FHWA, 2018) pedestrian crossing demand calculation;
AADT 2021+20 = AADT 2021 * (1 + 0.0348) 20
AADT 2041 = 244 * (1.0348) 20
AADT 2041 = 244 * 1.982
AADT 2041 = 483.608
49
The population forecast from the above calculations after 20 years form the base year the
number pedestrian that cross the road is expected to grow from 244 to 484 with an
equation of U.S DoT FHWA.
progression rate in the Figure 3-43 below
Table 3-8 Pedestrian crossing volume demand forecast at Gumruk Cargo site

2041 544.75 3.48% 18.96
2040 526.13 3.54% 18.62
2039 507.85 3.60% 18.28
2038 489.87 3.67% 17.98
2037 472.25 3.73% 17.62
2036 455.01 3.79% 17.24
2035 438.14 3.85% 16.87
2034 421.61 3.92% 16.53
2033 405.44 3.99% 16.18
2032 389.65 4.05% 15.78
2031 374.24 4.12% 15.42
2030 359.22 4.18% 15.02
2029 344.58 4.25% 14.64
2028 330.37 4.30% 14.21
2027 316.57 4.36% 13.80
2026 303.20 4.41% 13.37
2025 290.31 4.44% 12.89
2024 277.94 4.45% 12.37
2023 266.10 4.45% 11.84
2022 254.78 4.44% 11.31
2021 244 4.42% 10.78
50
600.00
Urbanization Growth y = -0.0019x3 + 11.812x2 - 24383x + 2E+07
500.00 R² = 1
400.00
300.00
200.00
100.00
-
2020 2025 2030 2035 2040 2045
Year
Figure 3-60 Pedestrian crossing demand forecast curve at Gumruk Cargo site
3.4.7. FINAL REMARK

In this location, the main attraction for pedestrians is the custom service of the airport
cargo area. (Fig 3-61) The pedestrian crossing route is on the highway line which is exactly
in front of the Ethiopian cargo head office entrance. The proposed bridge is located
considering the frequent pedestrian crossing behavior.
51
• The suggested pedestrian bridge is chosen based on the present crossing route choice
and frequent pedestrian crossing behavior.
• Placed near the cargo entrance and main collector roads on the northern side of the
road.
• Based on topographical circumstances, the suggested position has the ideal place for a
suitable level of stair and carriageway while causing the least impact to the current
pedestrian walkway.
Based on the above rationale the proposed bridge is located in a short distance from the
Ethiopian cargo entrance; thus the customers can easily access it to cross the highway
safely. (Fig 3-62)
Figure 3-62 Proposed pedestrian bridge location
52
4. PEDESTRIAN BRIDGE CAPAITY AND GEOMETRY
4.1.1. THE REQUIRED BRIDGE DIMENSIONS

Based on the analysis the required bridge width is calculated as follows.
Table 4-1 Bridge width calculation
Site Estimated Pedestrian Required pedestrian bridge

count (20 years) width (meters)
Gojam Berenda 5,604 6
Meri CMC 2,831 5
Gured Shola 2,370 5
Gumuruk Cargo 484 4
4.1.2. THE PROPOSED BRIDGE LOCATION AND ITS MERIT

The pedestrian bridge locations are selected based on the factors shown below.
• Topography of the site to avoid very high bridge height. Relatively flat position is
selected.
• The usual preferred pedestrian crossing is also considered not to be far from the
Pedestrian bridge.
• Vertical circulation is also considered so that the selected location would be ok for
pedestrians which would take the circulation.
53
5. CONCLUSION AND RECOMMENDATIONS
The proposed pedestrian bridge locations were selected using multi criteria decision-
making principles and critical success factors of pedestrian bridge construction. The
methods for planning, locating, and positioning pedestrian bridges cover a wide range of
aspects of their basic function, including, but not limited to, mobility, utilization, aesthetics,
road safety, topographical conditions, nearby utilities and facilities, pedestrian behaviors,
simplicity and convenience of use.
From a mobility standpoint, the proposed bridge located in an area with a high level of
pedestrian movement. The chosen location has the potential to improve overall
transportation networks due to the integration of two roadsides and the positive influence
of pedestrian movement. For example, based on the characteristics of the Gojam Berenda
and Gurd Shola sites which are simply classified as a congested market hub, there is a
greater demand for networking on both roadsides. In such situation, locating the bridge in
high-traffic areas would ease mobility issues while also encouraging more commerce and
development on the other side, where there is now little commercial activity.
Secondly the assessed factor was functionality; The functioning or utilization of the
bridge was analyzed and developed in such a way that it could serve effectively throughout
its service life. The present pedestrian crossing demand, or AADT, was obtained using
manual counting techniques to ensure accuracy, and it was then predicted to simulate the
expanding demand for pedestrian crossing AADT. Nevertheless, the pedestrian
movement and behavior are less predictable than motorized traffic. This study employed
guidelines of (U.S DoT FHWA, 2018) and (MNDoT, 2017) and UN urbanization report to
the city Addis Ababa.
Another important factor considered in the design process was aesthetics of the
pedestrian bridge; the design was located and created in such a way that it would not
interfere with the situated urban surroundings. Such considerations contributed to come
up with a more appealing city vision, making the city more appealing and desirable as a
place to live. Using this as a design requirement, the suggested pedestrian bridges are
projected to deliver ecologically friendly and more walkable goods, as well as assist
pedestrians in avoiding dangerous gases produced by vehicles.
Additional major consideration for the pedestrian bridge was road safety. Due to sites
characteristics of high population density, fast urbanization, and a lack of respect to traffic
norms by both drivers and pedestrians, the planned pedestrian bridges were built to
assure pedestrian movement safety by minimizing contact and reducing at grade conflicts.
The table below demonstrates a summarized critical success factors selected by experts
for the evaluation of pedestrian bride design and location positioning
54
Table 5-1 Critical success factors for pedestrian bridge design
Criteria Sub-criteria Description Explanation of

measurement
Connectivity Integration Evaluation of space and Surrounding and site

facility integration characteristics study.
Connectivity Enhancement of synergy on Surrounding and site

the roadside characteristics study.
Usage Volume, Forecasting pedestrian (U.S DoT FHWA,

transportation traffic volume (AADT) 2018) and (MNDoT,
2017) guidelines
Volume, The aesthetics of the Predicted traffic for

recreation planned pedestrian bridges, relaxing walks
as well as their
psychological comfort
Aesthetics Views Imagery estimation and the Expert judgment

absence of picturesque or
panoramic views of the city
Visibility Visibility of the bridge Expert judgment
from main urban centers
Road Safety Road safety limiting pedestrian Expert judgment

interaction with and
exposure time in high-traffic
areas
In general terms the recommended pedestrian bridge has been located and positioned in
such a way that it has the following characteristics:
➢ Based on the data analytics inference, the bridge's selected locations and
positions have a convenient topographical condition that was chosen for having
reasonably flat and gentle positions that allow avoiding excessive bridge heights,
➢ Persuasive solutions to the current connectivity issues on the roadsides of the
selected sites,
55
➢ Current pedestrian preference crossing places and pedestrian behavior drive
location and positioning hence the bridge is situated in close proximity to the
users/pedestrian current desire lines2
➢ Pedestrian bridge is located and positioned ensuring minimum disruption to
existing utility and facilities.
➢ Vertical circulation is also considered so that the chosen location is suitable for
pedestrians who will use the circulation.
➢ The pedestrian bridge's simplicity in design allows it to blend in with the current
urban fabric. In addition, the most evident beneficial consequences are improved
connectivity and the addition of value to the city's image
➢ A pedestrian bridge is built in a position that improves not only motorized traffic
mobility but also pedestrian mobility by ensuring safe crossings.
General recommendations
The pedestrian bridges should have adequate management and monitoring processes in
place to ensure that the facility operates as designed. Aside from that, frequent inspection
and maintenance actions are required to keep the bridge components in good and
operable condition to ensure the bridge's longevity as envisaged at the time of design and
construction. As a result, bridges should be inspected and maintained on a regular basis.
To ensure that the facility is used as intended, the responsible entity shall provide trainings
on creating awareness about the efficient and proper use of the pedestrian bridge.
Furthermore, pedestrian crossings at particular crossroads with pedestrian bridges should
be prohibited. Step up police enforcement of jaywalking and pedestrians who cross on
street level. Perhaps even use traffic barriers between the sidewalk and the street to force
people not to cross at the intersection. Additionally, the responsible organization must
assign security officers to alleviate pedestrians' security concerns, so encouraging them
to use it. Here are some suggestions that can be used to improve the utilization of the
planned bridges:
➢ A fence on both sides of the LRT can be installed to increase the use of pedestrian
bridge crossings. This can restrict pedestrians from crossing the highway at any
time and can also be used to extend the pedestrian route so that pedestrians can
use the crossings.
➢ The condition of the crossing bridge is critical in its use. It is consequently advised
to maintain frequent security, maintenance, and cleaning.
2
The desire line is defined as the informal foot path or cycle path next to a road or over a vacant
piece of land which connects origin and destinations in the shortest distance possible
56
➢ Road safety education programs are needed in schools with a defined studies
standard (typically primary schools).
Bridge location X, Y coordinates
57
58
Proposed Geotechnical investigation points across the bridge for pier foundation
GUMRUK CARGO
No. X Y Z
1 475897.045 992796.337 2323.917
2 475895.027 992802.434 2323.523
3 475891.807 992809.33 2323.692
4 475890.031 992818.427 2323.661
5 475890.076 992819.323 2323.672
6 475886.326 992827.804 2323.631
7 475880.244 992839.104 2323.588
8 475880.991 992834.242 2323.303
GURD SHOLLA
No. X Y Z
G1 480054.339 996747.836 2359.708
G2 480057.677 996766.86 2359.752
G3 480061.841 996777.735 2359.785
G4 480065.757 996792.386 2359.634
CMC
No. X Y Z
C1 482556.631 996992.079 2368.391
C2 482559.889 997010.923 2368.402
C3 482560.687 997022.381 2368.402
C4 482561.626 997039.863 2368.327
MERKATO
M1 471106.966 998435.562 2455.092
M2 471111.566 998446.781 2455.082
M3 471116.776 998456.814 2454.874
M4 471120.651 998468.626 2454.807
M5 471121.093 998470.998 2454.895
59
5.1.1. THE PROPOSED VERTICAL CIRCULATION
The preferred vertical circulation as per the site study and allowance for mobility is stair
for the usual users and elevators for elderly or disabled pedestrians.
5.1.2. THE PROPOSED SAFETY AND REGULATORY MEASURES

There should be a clear sign posts and safety instructions which strictly command the
pedestrian to use the designated locations. Even if there are cases in the city where there
are pedestrian bridges provided but never been utilized. But there are cases also where
the LRT rails were never been crossed since there is a big enforcement of the law where
the federal police controls and manages. So legislations rules and their strict enforcement
should also be considered if social obedience would be maintained.
60
BIBLOGRAPHY
Addis Ababa City Roads Authority (AACRA) Bridge Design Manual (2002, 2003).
Technical Specification for road maintenance works 2nd Edition: August, (2002, 2003).
AASHTO LRFD Bridge Design Specifications: 1998, 2004 and 2012 Edition.
American Railway Engineering and Maintenance-of-Way Association (AREMA) Manual, 1997.
Stanislaw GACA, Mariusz KIEC Cracow. Analysis of road safety hazards in area of pedestrian
crossings on roads and road passages through the small towns. University of Technology
Chair of Highway and Traffic Engineering.
Land Transport NZ, (Dec 2007), Pedestrian Design and Guide line.
Colin Boulden(25 July 2013). Marion Railway Station Pedestrian access – options considered.
Ethiopian Railway Corporation (September, 2014). Feasibility and Operational Planning Study
of BRT – B2 Corridor – Preliminary Design and Appraisal Report.
Ethiopian Railway Corporation: Preliminary Design for Ethiopia Addis Ababa E-W & S-N（
Phase I）Light Rail Transit Project.
The Government of Western Australia (March, 2012): Public Transport Authority, Planning and
designing for pedestrians: guidelines.
ATCS, P. L. C. August 2008, City of Frederick Department of planning and Engineering, East
Street Pedestrian Crossing Study.
Richard Amos Manjanja (November, 2013). Non-usage of pedestrian footbridges in Kenya:

The case of Uthiru pedestrian footbridge on Waiyaki Way.
Michael R. Bloomberg, Mayor City of New York (April 2006). New York City Pedestrian level
of service study Phase I.
Main Roads Western Australia (June 2006) Technical Guideline – Assessment of Overpass
Structures with Pedestrian Access for the Risk of Thrown Projectiles.
Alta Planning and Design. (2009, March). Count Adjustment Factors. Retrieved June 18, 2015,
from National Bicycle and Pedestiran Documentation Project:
http://bikepeddocumentation.org/
Aultman-Hall, L., Lane, D., & Lambert, R. R. (2009). Assessing the Impact of Weather and
Season on Pedestrian Traffic Volumes. Transportation Research Record, 2140, 35-43.
Federal Highway Administration. (2013). Traffic Monitoring Guide. U.S Department of

Transportation.
61
Figliozzi, M., Johnson, P., Monsere, C., & Nordback, K. (2014). Methodology to Characterize
Ideal Short-Term Counting Conditions and Improve AADT Estimation accuracy Using a
Regression-Based Correcting Function. Journal of Transportation Engineering, 140(5).
Greenwald, M. J., & Boarnet, M. G. (2001). Built environment as determinant of walking

behaviour: analyzing nonwork pedestrian travel in Portland, Oregon. Transportation Research
Record(1780), 33-42.
Hankey, S., Lindsey, G., Wang, X., Borah, J., Hoff, K., Utecht, B., & Xu, Z. (2012). Estimating
use of non-motorized infrastructure: Models of bicycle and pedestrian traffic in Minneapolis,
MN. Landscape and Urban Planning, 307-316.
Hottenstein, A., Turner, S., & Shunk, G. (1997). Bicycle and Pedestrian travel demand
forecasting: Summary of data collection activities. College Station: Texas Transportation
Institute; FHWA.
Lerman, Y., & Omer, I. (2016). Urban area types and spatial distribution of pedestrians:
Lessons from Tel Aviv. Computers, Environment and Urban Systems 55, 11-23.
MNDoT, Minnesota Department of Transportation. 2017. Bicycle and Pedestrian Data

Collection Manual. Minnesota: Minnesota Department of Transportation.
National Cooperative Highway Research Program. (2014). NCHRP 07-19: Methods and
Technologies for Pedestrian and Bicycle Volume Data Collection. Washington, D.C.:
Transportation Research Board.
Poapst, R. R. (2015). Characterizing Pedestrian Traffic by Hour-of-Day Periodicities in

Commercial Zones. Winnipeg: University of Manitoba. Province of Manitoba. (2015). the
Highway Traffic Act. Winnipeg.
Schneider, R. J., Arnold, L. S., & Ragland, D. R. (2009A). Methodology for counting
pedestrians at intersections: Use of automated counters to extrapolate weekly volumes from
short term manual. Transportation Research Record, 2140, 1-12.
Schneider, R. J., Arnold, L. S., & Ragland, D. R. (2009B). Pilot model for estimating pedestrian
intersectoion crossing volumes. Transportation Research Record, 2140, 13-27.
Schweizer, T. (2005). Methods for Counting Pedestrians. The 6th International Conference on
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Transportation Federal Highway Administration (FHWA).
62
APPENDIX
FORECAST TABLE FOR THE RATE OF URBANIZATION IN ADDIS ABABA
Year Pedistrian crossing demand Growth Rate Growth

2071 1,127.10 1.56% 17.31241
2070 1,109.80 1.62% 17.73286
2069 1,092.00 1.69% 18.12407
2068 1,073.90 1.75% 18.4858
2067 1,055.40 1.82% 18.81791
2066 1,036.60 1.88% 19.12031
2065 1,017.50 1.94% 19.393
2064 998.1 2.01% 19.63606
2063 978.5 2.07% 19.84962
2062 958.6 2.14% 20.03391
2061 938.6 2.20% 20.18921
2060 918.4 2.26% 20.31587
2059 898.1 2.33% 20.4143
2058 877.7 2.39% 20.48498
2057 857.2 2.45% 20.52844
2056 836.6 2.52% 20.54527
2055 816.1 2.58% 20.53611
2054 795.6 2.65% 20.50164
2053 775.1 2.71% 20.4426
2052 754.6 2.77% 20.35975
2051 734.3 2.84% 20.25392
2050 714 2.90% 20.12594
2049 693.9 2.96% 19.97669
2048 673.9 3.03% 19.80707
2047 654.1 3.09% 19.61801
2046 634.5 3.16% 19.41046
2045 615.1 3.22% 19.18537
63
2044 595.9 3.28% 18.94372
2043 576.9 3.35% 18.6865
2042 558.3 3.41% 18.41469
2041 539.8 3.48% 18.1293
2040 521.7 3.54% 17.8313
2039 503.9 3.60% 17.52169
2038 486.4 3.67% 17.20146
2037 469.2 3.73% 16.87157
2036 452.3 3.79% 16.53298
2035 435.7 3.85% 16.15433
2034 419.6 3.92% 15.82761
2033 403.8 3.99% 15.49211
2032 388.3 4.05% 15.11299
2031 373.2 4.12% 14.76585
2030 358.4 4.18% 14.37981
2029 344 4.25% 14.02458
2028 330 4.30% 13.60458
2027 316.4 4.36% 13.2181
2026 303.2 4.41% 12.80498
2025 290.4 4.44% 12.34402
2024 278 4.45% 11.84473
2023 266.2 4.45% 11.3401
2022 254.8 4.44% 10.8336
2021 244 4.42%
64

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DESIGN AND BUILD OF PEDESTRIAN BRIDGE IN

ADDIS ABABA CITY

Addis Ababa Road Traffic Management

Addis Ababa Road Traffic Management

SETDAM BIM Consulting Architects and Engineers

Project: Design and Build of Pedestrian Bridge in Addis Ababa City,

Site Land Use and Pedestrian Volume study

DB Contractor: Jiangxi the Second Construction Co LTD, Addis Ababa, Ethiopia

Prepared by: SETDAM BIM Consulting Engineers and Architects

Client: Addis Ababa Road Traffic Management Agency (AARTMA)

List of Figures ................................................................................................................. vi

List of Tables ................................................................................................................. vii

List of Abbreviations ..................................................................................................... viii

2. Project Rationale .................................................................................................... 3

3. LAND USE STUDY AND PEDESTRIAN VOLUME COUNT OF THE PROPOSED

4. pedestrian Bridge capaity and geometry ............................................................... 53

5. Conclusion and recommendations ........................................................................ 54

AARTMA – Addis Ababa Road Traffic Management Agency

AASHTO – American Association of State Highway and Transportation Officials

AACRA - Addis Ababa City Road Authority

AHPT – Average Hourly Pedestrian Traffic

The problems of Pedestrian crossing is a basic element in Addis Ababa railway

1.1.1. SPECIFIC ACTIVITIES AND OUTCOME:

1.2. SCOPE AND LIMITATIONS

Grade separated crossings reduce pedestrian-vehicle conflicts and potential accidents

2.2. RECOMMENDED BRDGE LOCATION ON THE FOUR SELECTED

• Pedestrian safety and easily mobility

2.3. LAND USE STUDY ALONG PROJECT AREA

2.4. PEDESTRIAN VOLUME AND PATTERN STUDY

2.4.1. COUNTING AND FORECASTING

Future pedestrian count forecasting is used to estimate capabilities and deficiencies of a

AADT Future = AADT Current * (AACR+1) n

AACR = Annual Average Change Rate

n = number of forecasted years

Figure 2-1 Urbanization rate of Addis Ababa

2.5.1. DECK WIDTH

Code/Spec Country Minimum Deck Width Clearance Maximum

Japanese Japan 1.5 Pedestrians 2.5 12.0

2.5.2. Vertical Clearance

2.5.3. Vertical Circulation: Stairs, Ramps & Elevators

2.6. SAFETY AND MAINTENANCE REQUIREMENTS

• Accessibility to periodic inspection and maintenance

3.1. GOJAM BERENDA

Figure 3-1 Site Location

Figure 3-2 Figure ground map

Figure 3-3 Road Network

3.1.3. PEDESTRIAN SOURCE INVESTIGATION

Figure 3-5 Major Pedestrian Sources

Figure 3-6 Site Characteristics

Figure 3-7 shows the

Figure 3-7 Building Height Distribution

Figure 3-8 Pedestrian Movement

3.1.5. PEDESTRIAN COUNT

Table 3-1 Pedestrian volume count at Gojam Berenda site

Time bar Number of pedestrian crossings

Pedestrian count 5000

Figure 3-10 Pedestrian Volume count distribution at Gojam Berenda site

3.1.6. FUTURE PEDESTRIAN GROWTH

Table 3-2 Pedestrian crossing demand forecasting at Gojam Berenda site

Year AADT AACR Avg. Annual Growth

Pedistrian crossing demand

y = 0.003x3 - 18.47x2 + 37647x - 3E+07

Using (U.S DoT FHWA, 2018);