Our Thesis

MEKELLE UNIVERSITY
ETHIOPIAN INSTITUTE OF
TECHNOLOGY – MEKELLE
(EIT-M)
SCHOOL OF CIVIL ENGINEERING

[COMPANY NAME]
EVALUATION OF LEVEL OF SERVICE AND SAFETY OF

PEDESTRIAN WALKWAY ON SELECTED ROAD
SEGMENTS IN MEKELLE CITY
NOVEMBER 2023, MEKELLE ETHIOPIA

EVALUATION OF LEVEL OF SERVICE AND SAFETY OF PEDESTRIAN WALKWAY
DECLARATION
We declare that this thesis work entitled as evaluation of level of service and safety of pedestrian
walk way on road segments in Mekelle city; is a realistic record of our own work carried out in
Mekelle University as required for the award of BSc degree in civil engineering. Furthermore,
we took reasonable care to ensure that the work is original, and to the best of our knowledge,
does not copyright laws and has not been taken from other sources except where such work has
been cited and acknowledged in the text
NAME ID NUMBER SIGNATURE

1. GOYTOM BRHANE EITM/UR119309/09 …………………….
2. MENGSTEAB GE/HIWET EITM/UR119481/09 …………………….
3. ARSEMA GE/KIROS EITM/UR119100/09 …………………….
4. GE/MEDHIN GE/GEWERGS EITM/UR119266/09 …………………….
5. HELEN HLUF EITM/UR119375/09 …………………….
Declaration of our advisor; - Mrs. Ataklti G.
Date Signature
Page | I
ACKNOWLEDGEMENT
First of all, we would like to thank God for his help throughout our life time and also for the last
seven years to his protection and leadership. We would like to thank to the department of civil
engineering of Mekelle university for giving us this opportunity to do thesis to acquire BSc
degree.
We would like to express our heartfelt thanks to our advisor Ins. Ataklti for his open-handed
support and guidance starting from proposal writing up to completion of this thesis work.
Without his guidance and valuable comments, this study would not have come to outlook.
Page | II
ABSTRACT
A pedestrian walkway offers benefits including safety, mobility, and healthier communities by
smoothing the movement of goods and people. It allows increased access for daily living and
programs on the country. But these enlarged in access may be affected by many factors which
pose a great challenge in the individuals daily activity ranging from minor injury to death.
This work was undertaken to investigate the performance problems associated with side walk
particularly focusing the specified area of Mekelle city to show the main problems and to suggest
the important consideration to be given to pedestrian walk way. The selected routes are Hawzen
square to Romanat square,Hawzen square to Adi-haqi market center in Mekelle city.to meet the
objective of research we collect primary data ,reviewing pedestrian walkway width and
performance problems reported by carrying out a field investigation.
A lot of topics are discussed in order to evaluate level of service and safety of pedestrian
walkway starting from the introduction which shows the background of the research, the problem
which encourages us to do this research, objective of the study including its general and specific
objectives of the research.
In addition to the above terms it also includes the scope of the research which indicates the range
of the operation that should be part of the research, literature review which shows researches that
are done by other persons relating to this topic, materials that are used to perform the study, the
methodology that is used in order to evaluate the research and finally the outcome of the research
that is the final result that is gained after this research is executed.
Page | III
Table of Contents
DECLARATION.......................................................................................................................................... I
ACKNOWLEDGEMENT .......................................................................................................................... II
ABSTRACT ............................................................................................................................................ III
ACRONYMS ............................................................................................................................................ VIII
CHAPTER ONE ......................................................................................................................................... 1
INTRODUCTION....................................................................................................................................... 1
1.1 General Background ................................................................................................................... 1
1.2 Statement of the problem ........................................................................................................... 4
1.3 Objective of the Study................................................................................................................. 5
1.3.1 General Objective ............................................................................................................... 5
1.3.2 Specific Objectives .............................................................................................................. 5
1.4 Research questions ...................................................................................................................... 5
1.5 Significance of the Research....................................................................................................... 5
1.6 The scope and limitations of the Study ..................................................................................... 6
1.6.1 Scope..................................................................................................................................... 6
1.6.2 Limitation ............................................................................................................................ 6
1.7 Organization of the study ........................................................................................................... 6
CHAPTER TWO ........................................................................................................................................ 8
2 LITERATURE REVIEW................................................................................................................... 8
2.1 Pedestrian Accommodation in Transportation Systems ......................................................... 8
2.2 Pedestrian environment.............................................................................................................. 9
2.3 Risk factors for pedestrian traffic injury .................................................................................. 9
2.4 Speed ............................................................................................................................................ 9
2.4.1 Alcohol ............................................................................................................................... 10
2.4.2 Inadequate visibility of pedestrians ................................................................................. 10
2.4.3 Street Sidewalk Explanation ............................................................................................ 11
2.5 Road Pedestrian walk way Requirements .............................................................................. 11
2.5.1 Width of Pedestrian walk way ......................................................................................... 12
2.5.2 Grade and Cross slope of Pedestrian walk way ............................................................. 13
2.5.3 Surfaces for Pedestrian Walk Way ................................................................................. 15
2.5.4 Road Pedestrian walk way according to safety Point of View ...................................... 15
Page | IV
2.6 Benefit of Providing Pedestrian walk way .............................................................................. 17

2.7 Accident Related to Pedestrian walk way ............................................................................... 18
2.8 Performance of Pedestrian walk way ...................................................................................... 19
2.9 Pedestrian Level of Service (PLOS) ........................................................................................ 20
2.10 Performance Measure of Walkways ....................................................................................... 21
CHAPTER THREE .................................................................................................................................. 25
3 MATERIALS AND METHODS ..................................................................................................... 25
3.1 Study Area Description ............................................................................................................ 25
3.2 Study Design .............................................................................................................................. 26
3.3 Research Materials ................................................................................................................... 26
3.4 Study Methodology ................................................................................................................... 26
3.4.1 Methods of evaluation of adequacy of walkway ............................................................. 26
3.4.2 Methods of evaluation of safety of walkway ................................................................... 32
CHAPTE FOUR........................................................................................................................................ 33
4 RESULTS AND DISCUSSIONS ..................................................................................................... 33
4.1 Calculation of the existing pedestrian sidewalk facilities ...................................................... 33
4.1.1 Evaluation of Pedestrian level of service ......................................................................... 33
4.1.2 Evaluation of safety of side walk way.............................................................................. 34
CHPTER FIVE ......................................................................................................................................... 39
5 CONCLUSIONS AND RECOMMENDATIONS .......................................................................... 39
5.1 Conclusions ................................................................................................................................ 39
5.2 Recommendation....................................................................................................................... 39
6 REFERENCES .................................................................................................................................. 40
Page | V
List of tables
Table 1: Width of side walk as per ERA manual ....................................................................................... 13

Table 2: Level-of-service criteria for walkways and sidewalks ................................................................. 20
Table 3: Average flow LOS criteria for walkways and sidewalks (highway capacity manual 2000)........ 23
Table 4: Pedestrian walkway level of service (Highway capacity manual) ............................................... 24
Table 5: Side walk way width along the routes .......................................................................................... 27
Table 6: Pedestrian volume data along the study routes ............................................................................ 28
Table 7:Result from HCM calculation ....................................................................................................... 34
Table 8: Safety evaluating criteria.............................................................................................................. 34
Table 9: Safety problems found on the routes ............................................................................................ 35
Page | VI
List of figures
Figure 1: influence of sidewalk environment on flow and pedestrians' characteristics ............................... 3
Figure 2: structural flowchart of the document ............................................................................................ 7
Figure 3: width adjustments for fixed obstacles (exhibit 18-1) ................................................................. 22
Figure 4: effective width measurement ...................................................................................................... 23
Figure 5: pedestrian walkway LOS ............................................................................................................ 23
Figure 6: map of Mekelle city .................................................................................................................... 25
Figure 7: map showing location of segment 1 and Photo of segment 1 taken on site ............................... 28
Figure 8: map showing location of segment2 and photo taken on site of segment 2 ................................. 29
Figure 9 : map showing location of segment 3 and photo taken on site of segment 3 ............................... 30
Figure 10: map showing location of segment4 and photo taken at site of segment 4 ................................ 31
Figure 11: schematic photographs effect of trees on the walkway ........................................................ 36
Figure 12: schematic photographs of garbages on walkway..................................................................... 36
Figure 13: schematic photographs of street vendors on walkway ............................................................. 37
Figure 14: schematic photograph of potholes and other defects ................................................................ 38
Page | VII
ACRONYMS
HCM Highway Capacity Manual
WHO World Health Organization
LOS Level of Service
PLOS pedestrian Level of Service
M Meter
Min Minute
ADA Americans with Disabilities
ADAAG Americans with Disabilities Act Accessibility Guidelines
FHWA Federal Highway Administration
AASHTO American Association of State Highway and Transportation Officials
NHTSA National Highway Traffic Safety Administration
IRAP International Road Assessment Program
DCs Developing countries
ERA Ethiopian Roads Authority
ped Pedestrian
Page | VIII
CHAPTER ONE
INTRODUCTION
1.1 General Background
Roads often have a designated footpath for pedestrian traffic, called the pedestrian sidewalk.
A pedestrian is a person travelling on foot, whether walking or running. In modern times, the
term usually refers to someone walking on a road or pavement.
Walking is a means of active transportation that is healthy and sustainable. Residents in
pedestrian oriented cities were found to be healthier than private automobile-oriented cities, and
areas with improved walkability rates resulted in better air quality. Local authorities attempt to
create walkable cities by providing pedestrian facilities such as pedestrian walkway and
crossings.
In the past few decades the pedestrian environment has been besieged by vehicles, and
transportation planners and engineers have yielded to the growing demand of space for cars. As a
result, the weakest member of the transportation system-the pedestrian-has been severely
inconvenienced. On most walkways, designers have ignored the human requirement for space,
not only for normal locomotion, but also for visual and psychological interaction. This
unfortunate situation is the outcome of the preoccupation of the engineers and designers with the
needs of the vehicular traffic for speed and safety.
The aim of a transportation system is to provide safe and efficient mobility and access to
different modes of travel to a wide variety of travelers with diverse needs. Land transportation is
one of the most important ways of transportation as it covers most area and mode. Virtually
every trip begins and ends with walking. Walking is the most basic form of transportation, and it
is important for transportation officials to provide facilities that enhance safe movement for
pedestrians along roads and streets.
People come to city centers daily for different purposes (e.g., commercial, educational,
employment). Most of the intra-CDB (Central Business District) trips of people are done by non-
motorized modes, especially walking. Walking is an environmentally friendly mode of transport
for short trips. Walking makes people healthy, since it burns calories, or does not emit
greenhouse gases. Further, walking is the ideal means of transportation within urban city centers
since it does not demand for parking. Despite the advantages, this creates a situation where most
city centers accommodate heavy pedestrian flows. Despite having sufficient sidewalks,
pedestrians sometimes use carriage ways creating life threats and disturbing the smooth traffic
flow. Sidewalk condition is mainly an influencing factor to evade the usage of sidewalks. Width
of sidewalks, pedestrian flow rates, presence of obstacles, and unavailability of hand rails are
some of the factors, which significantly influence the pedestrians to avoid using the sidewalks.
Walking, the most traditional mode of transportation can carry a high risk of injury or death on
many of our Nation's streets and highways. Walking comprises the sole means of travel or
journeys, whether a long trip or a short trip.
Page | 1
Walking has well established health and environmental benefits, and many countries have begun
implementing policies to encourage walking as an important mode of transport, unfortunately, in,
some situations increased walking can lead to increased risk of road traffic crashes and injury.
Due to the increase in the number of motor vehicles and the frequency of their use and neglect of
pedestrian needs in roadway design and land-use planning pedestrians are increasingly susceptible
to road traffic injury.
By the late nineteenth century, with more vehicles and people populating the streets, Sidewalk
became increasingly critical as a primary means of public circulation, and local municipalities
began to extend their public jurisdiction over them. While sidewalks are designed primarily to
allow safe pedestrian movement separated from moving traffic, they have always been about much
more.
Sidewalks provide a fundamental network of public open space that allows pedestrians to negotiate
their way through the built environment at safe remove from moving vehicles while
simultaneously contributing to a healthy and active lifestyle. (City of New York, 2013, Active
Design: shaping the sidewalk experience).
Sidewalks play an important role in transportation, as they provide a safe path for people to walk
long that are separated from the motorized traffic. The Federal Highway Administration Safety
program on its paper Safety Benefits of Walkways, Sidewalks, and Paved Shoulders' has indicated
that annually, around 4,500 pedestrians are killed in traffic crashes with motor vehicles in the
United States. Pedestrians killed while “walking along the roadway" account for almost 88 percent
of these deaths. Many of these tragedies are preventable. Providing walkway separated from the
travel lanes could help to prevent up to 88 percent of these “walking along roadway crashes.
According to Federation of Canadian Municipalities and National Research Council, 2004

Sidewalks are an integral component of the municipal landscape that should be safe and
universally accessible. They should be capable of accommodating all users, including mobility
and visually impaired users.
Page | 2
They aid road safety by minimizing intersection between pedestrians and motorized traffic. The
proper planning, design, construction, and maintenance of sidewalks will help to achieve the fore
mentioned advantages.
The absence of sidewalks in certain areas could encourage or even force some pedestrians to walk
along dangerous roads as these pedestrians prefer such maneuver, they will be highly exposed to
traffic accidents. People with limited mobility might choose the street over walking on grass, dirt
or uneven terrain.
The walking obstacles and the vehicle entry in to a sidewalk affect pedestrian's safety and
convenience, and the footpath width, street trees, benches, flower beds, unpleasant facilities etc
affect the comfort of walking. Curves of sidewalk interfere with pedestrian's securing a clear view
and the slopes have a significant influence on pedestrian's view and walking fatigue degree The
purpose of this paper is to investigate factors contributing to pedestrian safety deficiency and
identify barriers faced by Person with disabilities; To evaluate the performance of the pedestrian
walk way along the study route ;To assess the design, location appropriateness, accessibility and
capacity of the walk way along the study route; To recommend improvement measures for the
accommodation, safety and convenience of pedestrians along the Mekelle city.
Figure 1: influence of sidewalk environment on flow and pedestrians' characteristics
Page | 3
1.2 Statement of the problem

According to the United Nations Convention on the Rights of People with Disabilities, People with
disabilities hold jobs, attend schools, shops, and enjoy recreation facilities. These disabilities
classified as mobility impaired, vision impaired, and auditory impaired, respectably.
Anyone can experience a temporary or permanent disability at any time, due to age, illness, or
injury and hence the city government should make comfortable and accessible for pedestrian
especially for persons with disabilities to reduce dependence over others.
The population density will play a crucial role in searching for different modes of transport and
good road network. According to the United Nations-World Population prospects the population
of Mekelle city is 587,000 and it has annual population growth rate of 3.89%. This information
shows that the population growth has a great effect on road way design and leads to consider the
safe design and utilization of pedestrian walk way.
The lack of adequate walking facilities along the roads coupled with inefficient traffic control and
management systems have led to poor safety conditions and frequent traffic accidents in Mekelle
city.
Among the main reasons for the high level of traffic congestion in the city is the lack of proper
traffic control and management system, along with a poor pedestrian friendly transportation
network.
Pedestrians suffer in general but particularly those with disabilities, elderly and children face
many problems when they use the road. Uneven surfaces, garbage, vegetation and curbs without
ramps often force people to use the street bed, thus increasing their vulnerability. Dumps, pitfalls
invisible zebra crossings and a lack of signals of traffic and the lack of asphalt in some streets as
well as the unclean, rougher, and narrow sidewalk width in some of the streets cause a big safety
deficiency to pedestrians. Not limited excavations, temporary construction materials dumped on
pedestrian’s side walkways and on street illegal business activities and one, but extends too
many from the main streets, lack of light for pedestrian sidewalks which causes a big crime and
unwanted action on children's, young girls and boys. The lack of separation between vulnerable
road users and motorized traffic leads to considerably larger set potential crash risk opportunities
for pedestrians while tend to walk along roads due to the absence of footpaths or shoulders.
Page | 4
1.3 Objective of the Study

1.3.1 General Objective
The general objective of this study is to assess the safety suitability and level of service of
pedestrian walk way on the roadside of Mekelle city
1.3.2 Specific Objectives

The specific objectives of this study are categorized in to the following two main portions.
• To study elements that are causing pedestrian safety deficiency.
• To evaluate the routine of the pedestrian walkway by the level of service along the study routes
using HCM 2000 method
1.4 Research questions

This study is to answer the following questions:
1. What elements are causing pedestrian safety deficiency?
2. How to create barrier-free environment for pedestrians?
3. Is the width of walkway suitable enough or not?
1.5 Significance of the Research

Pedestrian walkway should be selected carefully to maximize their usefulness to the community.
All potential users, should be included in the public involvement planning process. Pedestrian
facilities should be developed that are safe, attractive, convenient, and easy to use. The purpose
of this research is to indicate that properly designed and a good system of sidewalks may allow
➢ Pedestrians to walk with comfort without fearing of vehicle.

➢ Decreasing rate of accident.
➢ Decreasing congestion.
The results of this research will be useful to transportation engineers, planners, and safety
professionals who are involved in improving pedestrian safety and mobility.
Page | 5
1.6 The scope and limitations of the Study

1.6.1 Scope
This paper was done on a route from HAWZEN square up to ROMANAT square; and from
HAWZEN square to ADI-HAQI market Center.
We select this area because we saw that the difficulties of walkway in these routes are
representatives of the Mekelle city. This helps us get good information on major problems.
Generally, the study issues are connected to pedestrian sidewalk facilities. The specific focus of
this research includes:
To assess the characteristics of the existing pedestrian facility, to evaluate the existing pedestrian
facility and to develop the best suite strategy.
1.6.2 Limitation
Due to the current situation we could not conduct the study in depth because of the time
limitation. Also, the extent of the study was not conducted to our satisfaction due to security
issues.
1.7 Organization of the study

This thesis consists of five chapters, and the contents of each chapter was presented as follows.
Chapter one this chapter comprised the background of the study, problem statement, objectives,
research question, significance and limitations of the study, and organization of the research.
Chapter two the literature review started with literature exploration of the electronic and hard
copy and media in answering the research objectives. And reviewing an existing literature related
to pedestrian level of service around the world and criticize the literature.
Chapter three discusses the methodology of the research. Chapter four is about the analysis of
gathered data. This chapter constituted the analysis of data gathered with the research
instruments.
Chapter five this was the final chapter of the research in which conclusions and
recommendations were drawn based upon the analysis and linking them to the problem statement
and objectives of the study. Generally, the research was written following a certain structure.
Though step order may vary depending on the subject matter and researcher, the steps outlined in
Figure 1.2 below were followed in this study
Page | 6
• Identify the problem

Introduction • Establish objectives
• Define scope of the study
• Explain significance of the study
• Literatures Search using electronic and hard copy

Literature Review
• Critique of the existing literature relevant to the study
• Describe study area

Methodology • Determining method of data collection and analysis
• Collecting data and analyzing

Data Collection and • Evaluate level of service and safety of pedestrian walk
Analysis way
• Discussion
• Conclude the findings

Conclusion and
• Recommendation for improvements and
Recommendation • Suggestions for further research
Figure 2: structural flowchart of the document
Page | 7
CHAPTER TWO
2 LITERATURE REVIEW
2.1 Pedestrian Accommodation in Transportation Systems
Walking as a mode of transport is unavoidable and absolutely essential in attaining sustainability
from mobility point of view (Dorina Pojani and Dominic Stead, 2015). As a mode transport,
walking assists in solving traffic congestions, reducing air pollution, fuel consumption and effects
on environment, access areas which cannot be accessed by motor vehicles (Ken Gwilliam, Masami
ojima, and Todd Johnson, 2015). Cities of the developing world are rapidly urbanizing spatially
demographically and economically leading to increased pedestrian flow which calls for transport
planners to provide infrastructure to facilitate this nature of movement. Walking as one of the
modes of transportation demands the attention of transport and city planners, transport engineers
and stakeholders as does other modes of transport.
The International Road Assessment Program (IRAP, 2013) pointed out that 84% of roads with
pedestrians in developing countries (DCs) had no sidewalks and pedestrians often end to walk
along roads due to the absence of footpaths or shoulders. There was also lack of separation between
vulnerable road users and motorized traffic leads to a considerably larger set of potential crash risk
opportunities for pedestrians compared to separated facilities encountered in developed countries.
Pedestrians account for approximately 40-60% of modal shares in developing countries (Mateo-
Babiano, 2016) stated that pedestrians when deciding on a walking out tends to choose a route
based on a number of influencing factors and found such factor is their socio-demographic
characteristics and includes their age, income level, and gender Additionally, the purpose and
frequency of their walk trip, essentially their travel characteristics may also influence their decision
to take on a particular route, In his study, (Mateo-Babiano, 2016) identified two groups,
sociodemographic and travel characteristics, are fixed variables, thus cannot be changed and the
third group of variables, which refers to the attributes of the external walking environment, can be
changed, By considering these environmental attributes and the extent to which these attributes
satisfy their needs as pedestrians, they then assess the positive or negative aspects of the route and
pedestrians will then decide to walk or not to walk within the walking environment.
Page | 8
2.2 Pedestrian environment

The environment for pedestrians often presents the first hurdle / obstruction to take a trip. The
combination of design and construction practices, defective or inadequate, and the adequacy of
facilities management, and natural features of the terrain, the absence of sidewalks and paved
adequately maintain sidewalks limited of mobility of people with various disabilities (American
Association of State Highway and Transportation Officials (AASHTO), 2004). Uneven surfaces
garbage damp which lead to increased vulnerability to infection and on street illegal business
activities force people to use the main road. Krebs are often difficult to negotiate for people with
mobility devices. Pedestrians of every age travel unpredictably, deciding to walk on pavements
they feel comfortable on or attracted by. When they do not feel at comfort, they divert from the
current route towards a more comfortable one.
2.3 Risk factors for pedestrian traffic injury

The World Health Organization, (2013) identified some of the key factors that influence the risk
of pedestrian traffic injury as speed, alcohol, lack of pedestrian facilities, weather conditions, and
adequate visibility of pedestrians and inadequate enforcement of traffic laws. These factors align
well with the focus areas of a safe systems approach. Based observation of the road environment
in the country, it would be safe to conclude that speeding, absence of median and pedestrian refuge
is land. walking along roadway, illegal crossing and narrow roadway width might have
significantly contributed to the increase in pedestrian risks to crashes The discussion in this section
concentrates on key factors that influence the risk of pedestrian traffic injury: speed, alcohol, lack
of pedestrian facilities, and inadequate visibility of pedestrians and inadequate enforcement of
traffic laws.
2.4 Speed
✓ Travelling speed and the risk of a pedestrian crash
the speed at which a car is travelling influences both crash risk and crash consequences. The effect
on crash risk comes mainly via the relationship between speed and stopping distance. The higher
the speed of a vehicle, the shorter the time driver has to stop and avoid a crash, including hitting a
pedestrian. Taking into account the time needed for the driver to react to an emergency and apply
Page | 9
the brakes, a car travelling at 50 km/h will typically require 36 meters to stop, while a car travelling
at 40 km/h will stop in 27 meters.
✓ Impact speed and pedestrian injury severity
The probability that a pedestrian will be fatally injured, if hit by a motor vehicle increases markedly
with impact speed (50, 53, 54). Research in the 1990s showed that pedestrians had a 90% chance
of surviving car crashes at speeds of 30 km/h or lower, but less than a 50% chance Surviving
impacts at 45 km/h. After adjusting for sampling and statistical analysis bias in that research, a
more recent study shows an adult pedestrian has approximately a 20% risk of dying if struck by a
car at 60 km/h. It is important to note that this risk analysis is a work in progress and has not yet
been corroborated by other researchers but the undisputed issue is that speed is an important risk
actor for pedestrian injury and that impacts of above 30 km/h increase the likelihood of severe
injury or death.
2.4.1 Alcohol
Impairment by alcohol is an important factor influencing both the risk of a road traffic crash as
well as the severity and outcome of injuries that result from it. Alcohol consumption results in
impairment, which increases the likelihood of a crash because it produces poor judgement
increases reaction time, lowers vigilance and decreases visual acuity. Alcohol consumption is also
associated with excessive speed. It is important to note that alcohol impairment as a risk
actor is not limited to drivers of vehicles but is also important for pedestrians. Like motor vehicle
drivers, a pedestrian's risk of crash involvement increases with increasing blood alcohol content
2.4.2 Inadequate visibility of pedestrians

The issue of pedestrians not being properly visible is frequently cited in literature as a risk for
pedestrian injury, Inadequate visibility of pedestrians arises from:- Inadequate, or lack of, roadway
lighting; vehicles and bicycles not equipped with lights; pedestrians not wearing reflective
accessories or brightly colored clothes, especially at night and at dawn or dusk; and Pedestrians
sharing road space with fast-moving vehicles.
Page | 10
2.4.3 Street Sidewalk Explanation

According to Federal Highway Administration (FAWA, 2013) Sidewalk is the portion of the
pedestrian system. from the edge of the roadway to the edge of the right-of-way (property line or
building edge), generally parallel to the street. Attributes of good sidewalk corridor design include:
➢ Accessibility by all users.

➢ Adequate width.
➢ Safe to use (sidewalk users should not feel threatened by adjacent traffic or by the
environment). Continuity and connectivity.
➢ Landscaping to create a buffer space between pedestrians and traffic and also provide
shade.
➢ social space (area where pedestrians can safely participate in public life).
sidewalk is also defined as an improved pedestrian surface existing within a municipal
road allowance adjacent vehicular area: Sidewalk should be planned and constructed to
provide safe and efficient means of travel along road allowance. (Queen University,
accessibility guide line)
2.5 Road Pedestrian walk way Requirements

All urban sidewalks require the following basic ingredients for success: adequate width of travel
lanes, a buffer from the travel lane, curbing, minimum width, gentle cross-slope (2 percent or less),
buffer to private properties, adequate sight distances around corners and at driveways, shy
distances to walls and other structures, a clear path of travel free of street furniture, continuity,
well-maintained condition, ramps at corners, and flat areas across driveways. Sidewalks also,
require sufficient storage capacity at corners so that the predicted volume of pedestrians can gain
access to and depart from signalized intersections in an- orderly and efficient manner (Federal
highway Administration (FHWA), course on bicycle and pedestrian transportation, 2013)
Page | 11
Sidewalks should be continuous; interruptions may require pedestrians to cross a busy arterial
street mid-block or at an un-signalized location in order to continue walking. Sidewalks should
also be fully accessible to side streets and adjacent sidewalks and buildings. Space for future
sidewalks must always be secured and/or reserved when a new right-of-way is being created or an
existing one is being developed. If roadways are to be widened, additional right-of-way must be
acquired; existing sidewalks should not be narrowed to accommodate a wider roadway. Pedestrian
crashes seldom occur with high frequency at one location, but there are clearly locations where
rashes occur due to a lack of sidewalks. Usually, there is a pattern of pedestrian crashes up and
down a corridor, indicating a need to provide sidewalks throughout, not just at crash locations. The
width of a sidewalk depends primarily on the number of pedestrians who are expected to use the
sidewalk at a given time - high-use sidewalks should be wider than low-use sidewalks, "Street
furniture" and sidewalk cafes require extra width, too (U.S. Department of Transportation Federal
Highway February 2002).
2.5.1 Width of Pedestrian walk way

Sidewalk widths in residential area may vary from 1.2 to 2.4 m. the width of the planted strip
between the sidewalk and traveled way curb, if provided should minimum of 0.6m to allow for
maintenances activities. Sidewalks covering the full boarder width are generally justified and often
appropriate in commercial areas, through adjoining multiple residential complexes, near schools
and other pedestrian generators, and where border width is restricted. Where sidewalks are placed
adjacent to the curb, the width should be approximately 0.6m wider than those widths used when
planted strip separates the sidewalks from the curb. This additional width provides space for road
side hard ware and snow storage outside the width needed by pedestrians. It also allows for the
proximity of moving traffic, the opening of doors of parked cars, and bumper overhang on angled
parking. (AASHTO, a Policy on Geometric Design of Highways and Streets).
Page | 12
The width of the pedestrian zone for the sidewalk should be related to pedestrian demand, which
is determined by the type of adjacent land uses, each municipality should set its own guidelines or
the minimum width of the pedestrian zone, depending on factors, such as pedestrian volumes
road classification, adjacent land use, and right-of-way width. A sidewalk minimum width of 1.
M is needed for two adult pedestrians to comfortably walk side by side, and all sidewalks
should be constructed to be at least this width a clear pedestrian zone is required to accommodate
pedestrians. No street furniture, trees, utilities, poles, signs, mailboxes, or other streetscape
elements should be allowed in the pedestrian zone According to the Ethiopian Roads Authority
(ERA) Geometric Design Manual, the width of sidewalk is indicated in table
Table 1: Width of side walk as per ERA manual
2.5.2 Grade and Cross slope of Pedestrian walk way

The dimensions of the level landing should be at least 1.5 m x 1.5 m (5 ft x 5 ft) to allow wheelchair
users to stop and rest without blocking the flow of pedestrians. This area can be greater with the
inclusion of other amenities such as benches, hand rails, and drinking fountains, In areas with steep
slopes, consider installing wide sidewalk corridors that permit the wheelchair user to travel in a
zigzag motion Level landing with benches provide a resting point that will not impede the flow of
pedestrian traffic. In areas of steep terrain a wide sidewalk allows wheelchair users to travel in a
zigzag motion which reduces the grade they must travel, although the overall distance of their trip
is increased on sloped. (Americans with Disabilities Act Accessibility Guidelines (ADAAG),

2016.
Page | 13
In side walk Steep grades and cross slopes should be avoided where possible or integrated with
level rest areas. Both powered and manual wheelchairs can become very unstable and/or difficult
control in the sidewalk environment because sidewalks follow the path of the street. The sidewalk
grade ideally should not exceed 5 percent. Design parameters developed for ramps on buildings
and sites, permit a maximum grade of 8.3 percent for a distance of 9.1 m (30 fit,) before level
landing must be installed. Where the sidewalk grade approaches or exceeds that of the maximum
permitted for a ramp, it is good practice to provide a level rest area, The slope of the level landing
should not exceed 2 percent in any direction.
when areas with steep sidewalks and ramps are wet, icy, or covered with snow, they have little or
no slip resistance and a slide will usually end in the street, Grades are often difficult to count. Cross
lope is defined as the slope measured perpendicular to the direction of travel. A minimum slope
of 1% should be provided to allow proper drainage. When necessary the maximum 2% cross slope
allowed by ADA standards may be used. Cross slopes of less than 2% are desirable to provide
easier passage and to allow for some construction tolerance and settlement. Sidewalks with a cross
lope greater than 2% are noncompliant and must be made compliant by whatever means necessary
and including replacement.
The maximum cross slope permitted by ADA Accessibility Guidelines (ADAAG) is 2 percent
Severe cross slopes require wheelchair users and other pedestrians to work against the effects of
gravity to maintain their lateral balance. Pedestrians using crutches or canes may be forced to turn
sideways in order to keep their base of support at a manageable angle. Severe cross slopes can
cause wheelchair users to veer towards the curb and into the street. The impact of cross slopes is
compounded when combined with steep grades and uneven surfaces. Designers and those
constructing facilities need to understand the impact of grades and cross slopes and take particular
are to stay within construction tolerances as well as within design standards. For sidewalks with
Page | 14
steep cross slopes the designer can create a level area of at least 915 mm (3 fi) within the pedestrian
one or increase the height of the curb. The latter case can create problems for curb ramp design
and on-street parking (car doors may not be able to swing over the curb).
2.5.3 Surfaces for Pedestrian Walk Way

side walk generally consist of concrete or asphalt; however, tile, stone, and brick are also used
typically, sidewalks of concrete and asphalt are firm, stable, and fairly slip resistant when dry. A
room finish used on concrete sidewalks increases the slip resistance. Surfaces that are not slip
resistant are especially difficult for people who use wheelchairs or walking aids to travel across
Crutch users, for example, rely on being able to securely plant their crutch tip to travel effectively
on the sidewalk. Surfaces that are not visually consistent (all one color and texture) can make it
difficult for pedestrians with vision disabilities to distinguish the difference between a change in
color and pattern on the sidewalk and a drop off and change in level. (ADA Accessibility
Guidelines (ADAAG)
2.5.4 Road Pedestrian walk way according to safety Point of View

The Federal Highway Administration's (FHWA) Pedestrian and Bicycle Safety Research
program's overall goal is to increase pedestrian and bicycle safety and mobility. From better
crosswalks, sidewalks, and pedestrian technologies to expanding public educational and safety
programs, the FHWA's Pedestrian and Bicycle Safety Research Program strives to pave the way
for a more walkable future. The following document summarizes the results of a study that
examined the safety impacts of having sidewalks and walk ways along roadways. The document
also provides guidelines and recommendations for providing such facilities
the sidewalk study was part of a large FHWA study "Evaluation of Pedestrian Facilities" that has
produced a number of other documents regarding the safety of pedestrian crossings and the
Page | 15
effectiveness of innovative engineering treatments on pedestrian safety. It is hoped that readers
also, will read the reports documenting the results of the related pedestrian safety studies.
Sidewalks separated from the road way are the preferred recommendation for pedestrian. Many
communities, such as Tallahassee, Florida, have small ($250,000), but significant, sidewalk
construction funds set aside for community development and pedestrian safety. When prioritizing
missing sidewalks, it is important to provide sidewalks to fill gaps on arterials and collectors at the
following locations
➢ Schools
➢ To all transit stops
➢ Parks, sports arenas
➢ Shopping districts, other commercial areas
➢ Recreational corridors
➢ Retirement homes
➢ Medical complexes/hospitals
➢ All public buildings
According to the survey undertaken for this best practice, most sidewalks within the public right
of way are constructed of concrete. Asphalt is the next choice followed by interlocking pavers
the life cycle cost of alternative sidewalk structures should be considered when selecting the type
of sidewalk surface. In choosing the material for the sidewalk, consideration should also be given
to materials that are non-slip and provide adequate drainage, as well as the requirements of user
with strollers, inline skates and also the visually and mobility impaired. It is recommended that,
materials made with rough surfaces, not be placed in the pedestrian zone. Minimizing the joint
width in the surface of the pedestrian zone will facilitate wheelchair, stroller and inline skates use
of the sidewalk. Therefore, it is important that sidewalks be constructed and maintained with a
textured, non-slip surface.

Page | 16
2.6 Benefit of Providing Pedestrian walk way

Sidewalks separated from the road way are the preferred accommodation for pedestrians.
Sidewalks provide many benefits including safety, mobility, and healthier communities, In
addition to reducing walking along roadway crashes, sidewalks reduce other pedestrian crashes
Roadways without sidewalks are more than twice as likely to have pedestrian crashes as sites with
sidewalks on both sides of street. Providing walkway for pedestrians dramatically increase how
well the pedestrian perceives their needs are being met along roadways. The wider the separation
between the pedestrian and the roadway is the more comfortable the pedestrian facility. By
providing facilities that are more comfortable, we can increase the number of trips made by
walking, particularly in areas with mixed land use. Providing sidewalk can increase the
transportation options for individuals who may not be able to drive a car. (National Highway
Traffic Safety Administration (NHTSA), 2009).
Accessible sidewalks or pathways should be provided and maintained along both sides of streets
and highways in urban areas, particularly near school zones and transit locations, and where there
s frequent pedestrian activity. Sidewalks should be considered the preferred treatment for
accommodating pedestrians in urban areas where frequent use is expected. (FHWA, 2013)
safe, accessible sidewalks, if appropriately designed, constructed and maintained, offer a number
of benefits to the community and the broader society in general, (Sidewalk design construction
and maintenance, 2004).
Page | 17
These benefits are mentioned as follow:
➢ Pedestrians have an easier time pushing or pulling shopping carts, luggage, and other
Wheeled devices;
➢ Children, parents, and school systems benefit from sidewalk networks with visible
Pedestrian crossings and other safety features;
➢ Children learn independence by having a safer place to travel;
A good system of sidewalks may allow older pedestrians who no longer drive to walk to services
and socialize in their community, while offering a continued independent lifestyle; Businesses can
load and unload goods more easily;
Wide sidewalks can be gathering places in neighborhoods and business districts, and offer space
for families and friends to walk and socialize together. Wide sidewalks in business communities
offer an opportunity for trees, landscaping, and other amenities that create an inviting place for
customers to shop and do business; and well-maintained sidewalks encourage exercise and provide
the benefits of a healthy lifestyle.
2.7 Accident Related to Pedestrian walk way

There are a variety of factors widely acknowledged to have an impact on the risk of
pedestrian/motor vehicle crashes. The factors that have been most extensively researched are the
geometric characteristics of the road, including the presence of sidewalks. However, in relevant
epidemiological research, factors related to demography and neighborhood characteristics have
been alluded to, but not sufficiently researched. This study uses a case-control methodology and
applies conditional and binary logistic models to determine the effects of cross-sectional road way
design attributes and socioeconomic and other census block group data on the likelihood that a site
is a crash site. A total of 47 crash sites and 94 comparison sites are analyzed.
Page | 18
Physical design factors found to be associated with a significantly higher likelihood of being a
crash site are higher traffic volume, higher speed limit, the lack of wide grassy walkable areas, and
the absence sidewalks, (Turner-Fairbank highway research center, 2002).
In a 1996 study by Knoblauch et al. involving an analysis of pedestrian/motor vehicle crashes and
exposure under various roadway situations, locations with no sidewalks were more than twice as
likely to have pedestrian/motor vehicle crashes than sites where 2 sidewalks existed. The presence
of a sidewalk was found to have a particularly large safety benefit in residential and mixed
residential areas.
Research commissioned for the Florida department of transportation, 2005; found that in Florida
the crush reduction factor (used to estimate the expected reduction of crushes during a given
period) resulting from the installation of sidewalks average 74%. This research at the university of
north Carolina for the U.S department of transportation found that the presence or absence of side
walk and the speed limit are significant factors in the likelihood of vehicle /pedestrian crash. Side
walk presence had a risk ratio of 0:118 which means that the likelihood of crash on a road with a
paved side walk was 88.2% lower than one without side walk. This should not be interpreted to
mean that installing side walk would necessarily reduce the likelihood of pedestrian/ motor vehicle
rashes by 88.2 % in all situations. However, “the presence of side walk clearly has a strong
beneficial effect of reducing the risk of walking along a road way pedestrian/motor vehicles
rash.” The study does not count crashes that happen when walking across a road way. The speed
limit risk ratio was 1.116, which means that a 16.1-km/h (10-mi/h) increase in the limit yields a
factor of (1.116).
2.8 Performance of Pedestrian walk way

The following risks are occurred because of Poor performance of sidewalk (Sidewalk design,
Page | 19
construction and maintenance, 2004). Safety for sidewalk users is reduced, resulting in increased
injuries to users and the associated higher health care costs. The level of service is reduced leading
to more inquiries from users concerning sidewalk Infrastructure. Service life is reduced
sidewalk replacement at an earlier date. This means higher life cycle costs for sidewalks.
Accessibility to visually and mobility impaired users is reduced thereby restricting their use of
sidewalks and overall maintenance costs are increased
2.9 Pedestrian Level of Service (PLOS)
to quantify the relative mobility of the pedestrian and his or her conflicts with other pedestrians
that influence his or her walking speed, maneuvering, and feeling of comfort, degrees of level of
service has been introduced. Levels of service (A to F) reflect increasing crowding and decreasing
freedom of movement. These are based on the available area per person and are defined in the
following way: (High Way Capacity manual 2000)
"The criteria for pedestrian LOS include service measure of space and supplementary criteria of
unit flow rate, speed, v/c ratio. LOS summarized in the table given below do not account for
platoon flow.
Table 2: Level-of-service criteria for walkways and sidewalks
Page | 20
2.10 Performance Measure of Walkways

The primary performance measure for walkways and sidewalks is space, the inverse of density.
Space can be directly observed in the field by measuring the sample area of the facility and
determining the maximum number of pedestrians at a given time in that area. Speed also can be
observed readily in the field, and can be used as a supplementary criterion to analyze a walkway
or sidewalk. For simplicity of field observation, pedestrian unit flow rate is used as a service
measure Determination of the peak 15-min count (table 2.2) and the effective walkway width is
required to compute pedestrian unit flow rate according to equation 2.1 (Highway Capacity
Manual 2000, Transportation Research Board, National Research Council, Washington, D.C).
𝒗𝟏𝟓
𝒗𝑷 = ………………………………………………….. Eq 2.1
𝟏𝟓∗𝒘𝑬
Where;
VP = pedestrian unit flow rate (p/min/m).
V15= peak 15-min pedestrian flow rate (p/15-min), and
WE = effective walkway width (m).
➢ Determination of effective walkway width
Effective walkway width is the portion of a walkway that can be effectively used by pedestrians.
Several types of obstructions tend to make pedestrians shy away. Effective
walkway width is computed using
WE= WT - Wo
where
WE = effective walkway width, m,
Page | 21
WT = total walkway width, m, and

Wo= sum of obstructions on the walkway, m.
Figure 3: width adjustments for fixed obstacles (exhibit 18-1)
Width occupied
by obstructions =
2.40m
Page | 22
Figure 4: effective width measurement

Table 3: Average flow LOS criteria for walkways and sidewalks (highway capacity manual
2000)
LOS Space (m2/p) Flow Rate(p/min/m) Speed(m/s) v/c ratio

A >5.6 ≤16 >1.3 ≤0.21
B >3.7-5.6 > 16-23 >1.27-1.3 >0.21-0.31
C >2.2-3.7 >23-33 >1.22-1.27 >0.31-0.44
D >1.4-2.2 >33-49 >1.14-1.22 >0.44-0.65
E >0.75-1.4 >49-75 >0.75-1.14 >0.65-1
F ≤ 0.75 Variable ≤0.75 Variable
As per highway capacity manual, 2000 the pedestrian walk way LOS are based on pedestrian flow
rate and speed as given in table 2.3
Figure 5: pedestrian walkway LOS
Page | 23
Sidewalk
Level of Characteristics of Sidewalk
Service
Pedestrian Space > 5.6 m2/p Flow Rate < 16 p/min/m
pedestrians move in desired paths without altering their movements in response to
LOS A
other pedestrians. Walking speeds are freely selected, and conflicts between
pedestrians are unlikely.
Pedestrian Space > 3.7-5.6 m2/p Flow Rate > 16-23 p/min/m
there is sufficient area for pedestrians to select walking speeds freely to bypass
LOS B
other pedestrians, and to avoid crossing conflicts. At this level, pedestrians begin
to be aware of other pedestrians, and to response to their presence when electing
a walking path.
Pedestrian Space > 2.2- 3.7 m2/p, Flow Rate > 23-33 p/min/m,
LOS C
space is sufficient for normal walking speeds, and for bypassing other pedestrians
in primarily unidirectional streams. Reverse-direction or crossing movements can
cause minor conflicts, and speeds and flow rate are somewhat lower.
Pedestrian Space 1.4 - 2.2 m2/p Flow Rate > 33-49 p/min/m,
LOS D
freedom to select individual walking speed and to bypass other pedestrians is

restricted. Crossing or reverse-flow movements face a high probability of
conflict, requiring frequent changes in speed and position. The LOS provides
reasonably fluid flow, but friction and interaction between pedestrians is likely
Pedestrian Space > 0.75-1.4 m2/p, Flow Rate > 49-75 p/min/m, virtually all
pedestrians restrict their normal walking speed, frequently adjusting their gait. At
the lower range, forward movement is possible only by shuffling. Space is not
LOS E
sufficient for passing slower pedestrians. Cross- or reverse-flow movements are

possible only with extreme difficulties. Design volumes approach the limit of
walkway capacity, with stoppages and interruptions to flow.
Pedestrian Space 0.75 m2/p, Flow Rate varies p/min/m, all walking speeds are
severely restricted, and forward progress is made only by shuffling. There is frequent
LOS F
unavoidable contact with other pedestrians. Cross-and reverse-flow movements are

virtually impossible. Flow is sporadic and unstable. Space is more characteristic of
queued pedestrians than of moving pedestrian streams.
Table 4: Pedestrian walkway level of service (Highway capacity manual)
Page | 24
CHAPTER THREE
3 MATERIALS AND METHODS
3.1 Study Area Description
Mekelle city, the capital of Tigray Regional State, was founded in 13th Century. During the time
of Emperor Yohannes IV, it became the capital of Ethiopia. This very tiny town, that had only
seven hectares of urban lands, was expanded to 2.4 km2 in the 1960s (MCPPO, 2008). Currently,
this figure has exponentially grown to 259.9 km2 (ibid). The city is located 783 kms to the
north of Addis Ababa at an altitude and longitude of 13029’N 39028’E respectively with an
elevation of 2084 meters above sea level. Administratively, Mekelle is divided into seven sub
cities: Addi-Hak'i, Ayder, Haddinet, Hawelti, QedamayWeyyane, Kwiha, and Semien. The city
is used mainly as economic and education center.
Figure 6: map of Mekelle city
Page | 25
3.2 Study Design

The steps followed to come across the objectives of the study are identifying and defining the
problem from field observation, review of relevant literatures and formulation of appropriate
methodology for data collection and analysis stages, Relevant information and key concepts were
gathered from works which was used to set different criteria to evaluate the performance and
effectiveness of pedestrian walk way. Next to analysis, developing research question and
establishing an objective was followed by developing an applicable method to provide answers
for the research questions. Statistical sampling technique was used to gather the necessary data
suitable for the analysis plan at different levels. From the results found in the investigation stage,
conclusions and recommendations were drawn.
3.3 Research Materials

To conduct this thesis types of equipment used were:
➢ tape to measure the width of pedestrian walk way road

➢ Digital camera use to pick up the images or status of different pedestrian walk way road
➢ scientific calculator or statically tools like Microsoft word, Microsoft excel, etc. are used
for storing and interpretation of quantitative data collected
➢ Personal computer to write and read softcopy of secondary documents.
3.4 Study Methodology

3.4.1 Methods of evaluation of adequacy of walkway
The important data which are collected in this research is Primary data. The data comprises of
counting of the number of pedestrians. measuring dimension of side walk width and calculation of
pedestrian level of service on each selected segment.
We used primary data collection methods in order to assess the characteristic of existing sidewalks
pedestrian facilities regarding the Two selected routes (Route 1: Hawzen square to Romanat square
Page | 26
Route 2; Hawzen Square to adi haqi market center) in Mekelle city. This primary data directly
collected by direct observation, and measurement using meter. All the methods are used to collect
data, identify the problems and to generate findings.
❖ Site survey
From the starting point of doing this research we try to observe the overall condition of the
pedestrian walk way. And also, we took the Pedestrian walkway width measurements using meters
and counting pedestrians. We measure the side walk way width of pedestrian in some areas of
pedestrian walk way for the routes as shown in table 3.1.
Side walk way width(m)
Route 1; Hawzen square to Romanat Route 2; Hawzen square to adi haqi

square market center
Left side Right side Left side Right Side
0.9 0.95 1 0.43
Table 5: Side walk way width along the routes

❖ Pedestrian Counting
Physical counting was applied. The counting was held for 1-hours we arbitrarily selected days of
the week at each site from local time 02:00-03:00 and 5:30-6:30 in the morning and 10:30-11:30
in the afternoon where the highest pedestrian flow is expected to occur and tabulated in table 3.2.
Where, T1 = 02:00-3:00 pm, T2 = 5:30pm-6:30am, T3 = 10:30-11:30am
Page | 27
15-Minutes pedestrian Volume

Route Segment
Sides
T1 T2 T3
Route1: Hawzen square to Romanat square Segment 1 Right 612 436 525
Segment 2 Left 674 467 491
Route2: Hawzen square to Adi haqi market Segment 3 Right 439 437 603
center
Segment 4 Left 517 498 459
Table 6: Pedestrian volume data along the study routes

❖ Calculation of pedestrian unit flow rate
Calculation of pedestrian unit flow rate of LOS for;
➢ Segment 1;(Right side of hawzen square to Romanat square)
Figure 7: map showing location of segment 1 and Photo of segment 1 taken on site
Page | 28
The peak 15-minute volume was 612 at T1,

𝒗𝟏𝟓
𝒗𝑷 =
𝟏𝟓 ∗ 𝒘𝑬
vp = 612/(15*0.95) = 43 p/min/m
➢ Segment 2;(Left side of Hawzen square to Romanat square )
Figure 8: map showing location of segment2 and photo taken on site of segment 2
𝒗𝟏𝟓
𝒗𝑷 =
𝟏𝟓 ∗ 𝒘𝑬
vp = 674/(15*0.9) = 50 p/min/m
Page | 29
➢ Segment 3;(Right side of Hawzen square to adi haqi market center)
Figure 9 : map showing location of segment 3 and photo taken on site of segment 3
𝒗𝟏𝟓
𝒗𝑷 =
𝟏𝟓 ∗ 𝒘𝑬
vp = 603/(15*0.43) = 93 p/min/m
Page | 30
➢ Segment 4;(Left side of Hawzen square to adi haqi market center )
Figure 10: map showing location of segment4 and photo taken at site of segment 4
𝒗𝟏𝟓
𝒗𝑷 =
𝟏𝟓 ∗ 𝒘𝑬
vp = 517/ (15*1) = 34 p/min/m
Page | 31
3.4.2 Methods of evaluation of safety of walkway

The important data which are collected in this research is Primary data. The data comprises of
assessment of the physical characteristics of the infrastructures of sidewalks, public spaces, street
crossings and both permanent and temporary obstructions.
❖ Site survey
We observed the overall condition of the Pedestrian walk way. And also we took the photos of
Pedestrian walkway obstacles.
We observed that in some areas of pedestrian walk way there were: -
➢ Waste disposed on Pedestrian walk way

➢ Vendors
➢ Area occupied by illegal Street people
➢ The absence of well-maintained and managed utility and disorganized arrangements
different facility.
➢ Potholes and other road defects
➢ Parked vehicles
➢ Garbage box and lighting poles on Pedestrian walk way
Page | 32
CHAPTE FOUR
4 RESULTS AND DISCUSSIONS
4.1 Calculation of the existing pedestrian sidewalk facilities
4.1.1 Evaluation of Pedestrian level of service
Depending on. section 3.4.1 and equation' 2.1 we got the following results and we have
discussed as shown below.
➢ Segment 1: right side of Hawzen square to Romanat square
Pedestrian flow rate (VP) is equal to 43 ped/min/m as per HCM. A flow rate of 43 p/min/m is
classified as PLOS-D from HCM level of service criteria. The result shows that freedom to select
individual walking speed and to bypass other pedestrians is restricted. Crossing or reverse-flow
movements face a high probability of conflict, requiring frequent changes in speed and position.
The LOS provides reasonably fluid flow, but friction and interaction between pedestrians is
likely.
➢ Segment 2: left side of Hawzen square to Romanat square
classified as PLOS-E from HCM level of service criteria. The result shows that virtually all
pedestrians restrict their normal walking speed, frequently adjusting their gait. At the lower
range, forward movement is possible only by shuffling. Space is not sufficient for passing slower
pedestrians. Cross- or reverse-flow movements are possible only with extreme difficulties.
Design volumes approach the limit of walkway capacity, with stoppages and interruptions to
flow.
➢ Segment 3: Right side of Hawzen square to adi haqi market center
classified as PLOS-F from HCM level of service criteria. The result shows that all walking
speeds are severely restricted, and forward progress is made only by shuffling. There is frequent
unavoidable contact with other pedestrians. Cross-and reverse-flow movements are
virtually impossible. Flow is sporadic and unstable. Space is more characteristic of
queued pedestrians than of moving pedestrian streams.
➢ Segment 4: Left side of Hawzen square to adi haqi market center
classified as PLOS-D from HCM level of service criteria. The result shows that freedom to select
individual walking speed and to bypass other pedestrians is restricted. Crossing or reverse-flow
movements face a high probability of conflict, requiring frequent changes in speed and position.
The LOS provides reasonably fluid flow, but friction and interaction between pedestrians is
likely.
Page | 33
segment 1 2 3 4
PLOS D E F D
Table 7:Result from HCM calculation
4.1.2 Evaluation of safety of side walk way

To evaluate the safety of pedestrian walk way we have used some criteria in the given table 4. 1
Table 8: Safety evaluating criteria
Evaluation criteria for Route 1( Hawzen square to Route 2(Hawzen square to

effectiveness Romanat square) Adi haqi market center)
Accessibility for able bodies Effective Effective
Accessibility for disabled Not Effective Not Effective
Slope Effective Effective
Durability Effective Effective
Safety Not Effective Not Effective
❖ Vendors
The effect of vendors on the pedestrians are:-
➢ narrows the walk way width

➢ Pedestrians Crowdedness increases
➢ Enforces pedestrians to use the main road instead of walk way
➢ Exposes to traffic accident
➢ Reduces the effectiveness of the walk way
➢ It deteriorates the road like cracking
➢ Decreases comfortability and well-being
The street vending is as shown in the figure 4.3
Page | 34
❖ Trees
Trees were also observed as an obstacle for pedestrians especially for disabled and may not be
seen during night even for able bodies, also make the walkway to be deteriorated as shown in the
figure 4.1
All safety problems found on the routes are tabulated in the given table 4.2
problems Route 1: ( Hawzen square to Route-2 : (Hawzen square to

Romanat square) Adi haqi market center)
Vendors Highly available Hailghly available
Street illegal occupants Less Less
Parked vehicles Available Available
Potholes and other defects Available Available
Fences on the walk way Less Less
Beggars Available Available
Poles Available Available
Table 9: Safety problems found on the routes
Page | 35
Figure 11: schematic photographs effect of trees on the walkway
Figure 12: schematic photographs of garbages on walkway

Page | 36
Figure 13: schematic photographs of street vendors on walkway
Page | 37
Figure 14: schematic photograph of potholes and other defects
Page | 38
CHPTER FIVE
5 CONCLUSIONS AND RECOMMENDATIONS
5.1 Conclusions
In this research, traditional quantitative and qualitative methods were used to
evaluate LOS and safety of pedestrian walkway for each four selected segments in Mekelle city.
The pedestrian level of service was calculated using HCM 2000 with pedestrian flow rate 43
p/min/m for segment1, 50 for segment 2,93 for segment 3 and 34 for segment 4 respectively.
The results of the calculations are PLOS D for segment 1, PLOS E for segment 2, PLOS F for
segment 3 and PLOS D for segment 4. The study has reached to the following conclusion
➢ The selected segments are highly congested.
➢ Vendors, permanent obstructions and poor management are reducing the effective width
of the sidewalks.
➢ The width of the pedestrian walkway is not sufficient for the number of pedestrians that
pass through these segments
➢
5.2 Recommendation
Based on the results and discussions the following recommendations were made: -
➢ To increase safety of pedestrians along the selected segments street vendors have to
be evacuated and the existing poles have to be placed along the curbside of the route
➢ Regular maintenance of the side walkways has to be made for the safer movement of
pedestrians
➢ There should be awareness raising sessions and regular collection of garbage to
minimize garbage on the side walkways
➢ If planting tree is necessary on the walkway the trees should be small diameter and on
the curb side of the route. Unless, trees have to be removed out of the side walkway.
➢ All the permanent obstructions have to be removed in order to provide barrier-free
and sufficient space for pedestrians.
➢ Rules and regulations have to be implemented to prevent space occupation on the
walkway.
Page | 39
6 REFERENCES
1. ADA Accessibility Guidelines (ADAAG),2016
2. American Association of State Highway and Transportation Officials, 2001, A Policy on

Geometric Design Highways and Streets
3. Assessment of Pedestrian Overpass Facilities along the Addis Ababa Ring Road By
Tilahun Haile May 2018
4. City of New York, 2013, Active Design: shaping the sidewalk experience
5. Carlos dora Margaret A.phillips.margaret phillips.2000
6. Ethiopian Roads Authority, 2002, Geometric Design Manual
7. Federation of Canadian Municipalities and National Research Council 2004. FHWA, 2013
course on bicycle and pedestrian transportation
10. Julie B. Kirschbaum, September 2001, Designing Sidewalks and Trails for Access
1 1. NHTSA, Traffic Safety Facts, 2008, Pedestrians, NHTSA, Washington, D.C, 200%
12.Queen University accessibility guideline, 1997 rom

http://www.queensu.ca/camplan/reports/aguid, Pdf
13. Research commissioned for the Florida department of transportation, published in
2005.
14. Sidewalk design, construction and maintenance, July 2004
15. The Federal Highway Administration Safety Program, 2013 Safety Benefits of
Walkways, Sidewalks and Paved Shoulders
16. The Federal Highway Administration's (FHWA),2013 Pedestrian and Bicycle Safety
Research Program
17, The Federal Highway Administration's (FHWA),2016 Safety Program
Page | 40
18. The International Road Assessment Program (I RAP),2018
19. Turner-Fairbank highway research Centre, February 2002
20.U.S. Department of Transportation Federal Highway February 2002
21. World Health Organization,2013 pedestrian safety: a road safety manual for decision-
makers and practitioners
22. Highway capacity manual (HCM), 2000.
23. Traffic and highway engineering, fourth edition Nicholas J. Garber Lester A. Hoel
University of Virginia, 2009
Page | 41

Our Thesis

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Our Thesis

Uploaded by

Copyright:

Available Formats

MEKELLE UNIVERSITY

SCHOOL OF CIVIL ENGINEERING

EVALUATION OF LEVEL OF SERVICE AND SAFETY OF

NOVEMBER 2023, MEKELLE ETHIOPIA

NAME ID NUMBER SIGNATURE

Declaration of our advisor; - Mrs. Ataklti G.

2.6 Benefit of Providing Pedestrian walk way .............................................................................. 17

Table 1: Width of side walk as per ERA manual ....................................................................................... 13

WHO World Health Organization

LOS Level of Service

PLOS pedestrian Level of Service

ADA Americans with Disabilities

ADAAG Americans with Disabilities Act Accessibility Guidelines

FHWA Federal Highway Administration

AASHTO American Association of State Highway and Transportation Officials

NHTSA National Highway Traffic Safety Administration

IRAP International Road Assessment Program

DCs Developing countries

ERA Ethiopian Roads Authority

According to Federation of Canadian Municipalities and National Research Council, 2004

Figure 1: influence of sidewalk environment on flow and pedestrians' characteristics

1.2 Statement of the problem

1.3 Objective of the Study

1.3.2 Specific Objectives

1.4 Research questions

1.5 Significance of the Research

➢ Pedestrians to walk with comfort without fearing of vehicle.

1.6 The scope and limitations of the Study

1.7 Organization of the study

• Identify the problem

• Literatures Search using electronic and hard copy

• Describe study area

• Collecting data and analyzing

• Conclude the findings

Figure 2: structural flowchart of the document

2.2 Pedestrian environment

2.3 Risk factors for pedestrian traffic injury

✓ Impact speed and pedestrian injury severity

2.4.2 Inadequate visibility of pedestrians

2.4.3 Street Sidewalk Explanation

➢ Accessibility by all users.

environment). Continuity and connectivity.

sidewalk is also defined as an improved pedestrian surface existing within a municipal

accessibility guide line)

2.5 Road Pedestrian walk way Requirements

highway Administration (FHWA), course on bicycle and pedestrian transportation, 2013)

street mid-block or at an un-signalized location in order to continue walking. Sidewalks should

Highway February 2002).

2.5.1 Width of Pedestrian walk way

parking. (AASHTO, a Policy on Geometric Design of Highways and Streets).

Table 1: Width of side walk as per ERA manual

2.5.2 Grade and Cross slope of Pedestrian walk way

is increased on sloped. (Americans with Disabilities Act Accessibility Guidelines (ADAAG),

2.5.3 Surfaces for Pedestrian Walk Way

2.5.4 Road Pedestrian walk way according to safety Point of View

also provides guidelines and recommendations for providing such facilities

effectiveness of innovative engineering treatments on pedestrian safety. It is hoped that readers

textured, non-slip surface.

2.6 Benefit of Providing Pedestrian walk way

and maintenance, 2004).

These benefits are mentioned as follow:

the benefits of a healthy lifestyle.

2.7 Accident Related to Pedestrian walk way