1 Introduction
The Ethiopia Urban Street Design Manual (EUSDM) is a comprehensive guide designed to meet the
urgent need for safer, more accessible, and inclusive streets that accommodate Ethiopia’s growing
urban population. While previous resources, such as the Ethiopian Roads Administration’s (ERA)
Geometric Design Manual (2013), the Addis Ababa City Roads Authority’s (AACRA) Geometric
Design Manual (2004), and the Ministry of Urban Development and Housing’s Street Design
Standards for Urban Ethiopia (2017), have offered valuable guidelines, there remained a need
for a unified, comprehensive approach to urban street design. The EUSDM addresses this gap by
establishing a common framework that follows a safe systems approach and incorporates best
practices in public transport system design. It consolidates and updates elements from existing
manuals with the latest concepts and international standards, providing a modern, holistic guide for
designing urban streets in Ethiopia.
Active mobility and public transport, the dominant modes of transport in most Ethiopian cities,
are “sustainable” modes of transport because when compared with personal motor vehicles,
they consume the least amount of road space and fuel per person-km and also entail lower
infrastructure costs. Consequently, urban street designs need to accommodate and reallocate street
space to these modes. Complete street designs are part of a suite of measures that can enable
Ethiopian cities to facilitate a high mode share for active modes (60 percent or above) and ensure
that public transport carries at least 80 percent of motorised trips (MOT, 2020). Well-designed
streets also improve overall liveability in cities. Streets not only ensure residents’ mobility but also
serve as a place for people to meet, interact, do business, and have fun, thereby fostering social and
economic bonds.
Others Motorcycle Cars
Cars 1%
Cars 12% 1% 4%
15% Bajaj contract
Motorcycle Walking 7%
1% 23%
Walking
Bicycling 46%
3%
Public
Public Public transport
transport Walking transport 42%
31% 54% 60%
Addis Ababa Bahir Dar Dire Dawa
Figure 1. Mode splits for cities in Ethiopia (World Bank, 2015; Bahir Dar City Administration,
2021; MobiliseYourCity, 2022).
1.1. Principles of complete street design
Decisions about how to allocate and design street space have a tremendous impact on quality of
life. Effective street designs ensure safety for all users, particularly pedestrians and cyclists, and
facilitate efficient use of road space by prioritising public transport.
1.1.1. Designing for safety
In Ethiopia, more than 4,000 citizens lose their lives each year due to road traffic crashes. The
economic, health, and social burden of the loss is immense (MOTL, 2021). Safe street design
aims to encourage moderate vehicle speeds. Street designs that reduce motor vehicle speeds
1
IMAGE SOURCE: CHESTER CHELLMAN.
Figure 2. Speed reduction is critical for safe pedestrian environments because the chance of
pedestrian death in a collision increases dramatically when vehicle speeds exceed 30 km/h.
can significantly improve pedestrian safety since the likelihood of pedestrian death in a traffic
collision increases dramatically when motor vehicle speeds rise above 30 km/h. A pedestrian has
a 90 percent chance of surviving being hit by a car travelling less than 30 km/h, but only a 50
percent chance of surviving impacts at 45 km/h. In addition to the risks associated with collisions,
higher speeds also reduce the driver’s field of view, thus affecting the driver’s ability to respond
to changing conditions in the roadway. At speeds below 30 km/h, it is much easier for drivers to
see their surroundings and detect any potential conflicts with pedestrians, cyclists, or other motor
vehicles.
The physical design of streets and the provision of footpaths, crossings, and other infrastructure
is crucial to managing motor vehicle speeds and creating a safe walking and cycling environment.
Accommodating non-motorised transport (NMT) modes safely involves the following basic
techniques:
• Systematic traffic calming on smaller streets to reduce motor vehicle speeds and provide safe
places for the mixing of pedestrians and other modes. Shared lanes can offer a safe space for
pedestrians, cyclists, and motor vehicles to travel together if speeds are restricted to 15 km/h.
• For speeds up to 30 km/h, separate footpaths should be provided but cyclists can travel in the
carriageway.
• Pedestrian and cycle infrastructure that is physically separated from motor vehicle traffic on
larger streets, paired with traffic calming or traffic control to facilitate safe crossings.
• Speeds limits of up to 50 km/h are appropriate for urban streets.
2 Ethiopia Urban Street Design Manual
1.1.2. Designing for efficiency
Streets are often designed to maximise the amount of space for motor vehicle movement. Yet
vehicle movement and mobility are not one and the same. Mobility is about getting people to where
they want to go, efficiently, conveniently, and safely. Mobility can be provided through high-quality,
high-capacity public transport, which does not necessarily mean moving large numbers of vehicles.
While a road widening, flyover, or elevated highway may reduce congestion temporarily, the
improvement is usually short-lived. The reason is simple: expanding the available road space
initially increases speed and comfort and thereby encourages people to travel more often and take
longer trips in private motor vehicles. More and more users take to the route until the wider road
returns to its original level of congestion—but with significantly more vehicles stuck in traffic.
The government in turn may feel pressure to widen the road once again, but it is not possible to
solve traffic jams by building larger and larger roads indefinitely. In fact, no city in the world has
solved its mobility crisis by simply building more roads. On the contrary, some of the cities with the
most elaborate road networks also have the worst congestion.
The only viable long-term solution for ensuring mobility is to build high-quality facilities for public
transport and non-motorised transport. These modes can carry large numbers of passengers
without an exponential increase in road space requirements. In most cases, an appropriate solution
is bus rapid transit (BRT). A single BRT lane can carry 13,000 passengers per hour per direction
(pphpd), and if passing lanes are added at stations, the capacity increases to 45,000 pphpd. The
same lane can carry 800 cars per hour—only 1,200 to 1,600 persons at typical occupancy rates—
assuming that the lane receives one half of the signal time at intersections.
There are solutions to traffic congestion too. The key to reducing congestion is lowering the number
of vehicles on streets rather than increasing street widths to accommodate an ever-growing
number of vehicles. This can be done through various means, including parking fees, congestion
pricing, and other travel demand management tools. At a larger scale, compact, walkable transit-
oriented development is the key to reducing congestion by keeping trip lengths short.
Passenger capacity
3-lane carriageway
3,000
passengers per
hour per direction
2 lanes + elevated road (not recommended)
4,700
passengers per
hour per direction
Dedicated BRT lanes (recommended upgrade)
12,000 to 45,000+
passengers per
hour per direction
Figure 3. To maximise person-carrying capacity, streets should incorporate dedicated space for
public transport and NMT.
Introduction 3
Figure 4. BRT can carry large numbers of passengers without an exponential increase in road
space requirements.
1.1.3. Universal access
Universal access is the concept of designing transport services and environments that as many
people as possible can use, regardless of age or ability. Streets designed according to universal
access principles accommodate assistive devices for particular groups of persons with disabilities.
In order to ensure that persons with disabilities can make complete journeys, needs should be
accommodated at each step of the transport chain, from origin to destination. Accessibility to
Figure 5. Streets need to meet universal access standards to ensure that everyone can access
economic, social, and educational opportunities.
4 Ethiopia Urban Street Design Manual
transport is only as strong as its weakest link, so inclusive design must cover public passage, public
transport stops and boarding, vehicle interiors, alighting, and passage to the final destination.
Streets designed according to universal access principles accommodate assistive devices for
particular groups of persons with disabilities. An accessible environment has ample, well connected
pedestrian facilities with unobstructed space for movement, consistent pavement surfaces,
appropriately sloped ramps, and safe pedestrian crossings. Multiple elements of the streetscape
must be designed in an integrated manner in order for the space to work. People with small
children, people carrying heavy shopping or luggage, people with temporary accident injuries, and
older people can all benefit from an inclusive transport environment.
1.1.4. Modal hierarchy
To promote safe, efficient designs, this manual uses modal hierarchies to inform design and
operation decisions. The main modes include pedestrians, bicycles, public transport, personal
vehicles, and freight. The default hierarchy for this manual is pedestrian > bicycle > public transport
> freight > personal vehicles > personal vehicle parking.
1.1.5. Gender sensitive design
Until recently, transport planning has tended to take a “one-size-fits-all” approach, assuming that
men and women will benefit equally from improvements in transport services. In reality, women
and men have different expectations from a transport system and different perceptions of security.
Thus, transport policies and plans need to respond to these differences.
An integrated and safe transport system provides access to education, work, health care, cultural,
and other important activities that are crucial to women’s participation in the society. The particular
concern in the context of street design is the level of safety and security that female users
experience. Inclusive designs help to improve the experiences of women and girls, making it easy to
walk, cycle, or use public transport.
1.1.6. Child friendly streets
Streets should be safe and inviting for children and caregivers. Children have low perception of
risks, and drivers cannot easily see children, making them some of the most vulnerable street users.
It is therefore crucial that streets be designed with emphasis on children’s safety. This can be
Figure 6. Activities for children during a car-free event.
Introduction 5
achieved by providing ample footpaths, safe crossings, physically protected cycle tracks, and speed
control features. Street designs can create a playful, inspiring, and educational environment through
features such as wide walkways, landscaping, shade, artwork, seating, and play elements.
1.1.7. Streets as public and cultural spaces
Streets are urban spaces where people walk, talk, sit, trade, recreate, socialise, and do other
activities. To be used as public spaces, streets need to have inclusive designs that create space for
social activities and public gathering—not just mobility. Streets near churches, mosques, schools,
universities, colleges, hospitals, administration offices, banks, and other destinations attracting large
numbers of people shall have adequate space for pedestrian movement and interaction.
Ethiopia consists of a diverse population in terms of culture, religion, and ethnicity. Annually there
are many celebrations in urban areas. Streets should have flexible designs that facilitate temporary
pedestrianisation for use during festivals. Municipalities can select and adapt streets for art,
performances, and similar activities. Urban plans can reserve parade or promenade streets with
connectivity to existing public squares and parks. Street design also can enhance the character
of historic districts in Ethiopian cities. As much as practicable, streets in historic cities shall be
pedestrianised.
1.2. Scope and application of the manual
This manual covers the physical, environmental, socio-economic, technical, and management
aspects of urban streets. The street design standards shall be applied in:
• The planning and design of new and existing streets in cities and rural centres in Ethiopia.
• Preparation of city development plans and subsequent street designs through City
Development Plans or Structure Plans, Strategic Plans, Basic Plans, Sketch Plans,
Neighborhood Development Plans, Urban Designs, and Block Designs.
• Retrofitting of streets based on local needs, including the design of safer intersections, improved
walkways, introduction of mass rapid transit (e.g., BRT), cycling facilities, walkways, road safety
improvements, utilities, and green infrastructure.
• Monitoring and evaluation of urban street performance.
The main users of the manual include road authorities, city administrations, and municipalities.
Additional users engaged in planning, design, and implementation of street plans and designs
will include government officials, decision makers, individuals, developers, the community, non-
government organisations, utility and infrastructure agencies, and authorities such as the Ethiopian
Road Administration (ERA), Addis Ababa City Roads Authority (AACRA), Ethiopian Electric Utility
(ECU), and Ethiopian Telecommunication Corporation (ETC).
1.3. Revision of the manual
The Ethiopia Urban Street Design Manual shall be updated every two years and revised every ten
years based on future demand. The Ministry of Urban and Infrastructure (MUI) and the Ministry of
Transport and Logistics (MoTL) shall align and update the street design standards based on current
knowledge and global best practices.
City administrations, MUI, and MoTL shall collect data and conduct a periodic evaluation of
street design practices through stakeholder meetings, field visits, and review of literature. The
revision process, which includes addressing identified problems, incorporating new standards
and technologies, and disseminating the updated manual, will be carried out by MOTL and MUI
in collaboration with private consultants, public/government institutions, NGOs, and international
organisations.
6 Ethiopia Urban Street Design Manual
Figure 7. Street in Harar.
Introduction 7