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General Overview

Type of stakeholder

EICS Framework

Region of Reference

Africa
Asia
Australia
Europe
North-America
South-America
World

Description

This intervention refers to the development of sustainably designed and maintained sidewalks, which are void of obstructions, accommodate pedestrian traffic, and encourage increased use. Additionally, in order to create a safe environment for users, sidewalks should be well-lit with no dark spaces.

This decreases the number of locations where potential perpetrators can wait without being seen by the sidewalk users, therefore making the sidewalk safer. Such sidewalks can form part of a larger feeder network to and from public transport hubs or be used as standalone routes between origins and destinations.

Facts/Illustrations/Case studies

A well-designed sidewalk allows for the incorporation of the following principles in its design and usage, namely, safe connections, clear signage, universal accessibility, quality surfaces, clear signage, attractive spaces, efficient drainage, correctly sized, and permanent security [1,2]. Sustainable and safe sidewalk design (Org, W. (n.d.). THE 8 PRINCIPLES OF SIDEWALKS Building more active cities [1].

Types of Impact

To/from the stop/station/rank✓
Waiting for train/bus/paratransit✓
In the vehicle✕
At interchanges✓

This intervention would primarily impact the commuters travelling to and from public transport stations/interchanges. Sustainable sidewalk designs would need to be incorporated into public transport stations and hub design. [1-3].

Day-time travel✓
Night-time travel✓
Peak-time travel✓
Off peak-time travel✓

All travel time categories could be positively impacted by this intervention.

Bus✓
Train✓
Rideshare✓
4 wheelers informal✓
3 wheelers informal✓
2 wheelers informal✓
Cycling✓
Walking✓

The primary beneficiaries of this intervention would be individuals who use walking and cycling as their primary modal choice, as well as those using the infrastructure to travel to and from public transport hubs. However, increased use may encourage travellers to utilise public transport instead of relying on private transport [1,5,6].

Girls✓
Boys✓
Adult Women✓
Men✓
Elderly Women✓
LGBTQI+✓

All public transport users will be positively impacted by this intervention.

Resources

Monetary Resource Requirements
The monetary resources required for the full intervention are high, due to the capital expenditures required to implement new sidewalk infrastructures. The associated operational costs for the full implementation are low to moderate, as they include the maintenance and service costs for the holistic operation of the sidewalk infrastructure. The costs associated with a partial implementation are lower. Sidewalk design and incorporations at the initial building phase greatly reduce the capital expenditure of the implementation, while the operational costs remain low to moderate.
Capital Cost Requirements Operational Cost Requirements
Non-Monetary Resource Requirements
The full implementation of the intervention requires a moderate to a high level of skill, takes considerable time, and needs a moderate level of political will to implement. The targeted implementation also requires moderate to high skill and a moderate level of political will to implement. Time is lower for the targeted implementation.
Skills Time Political Will

SWOT Analysis

Perceived to be effective
Scalable to suit budget and need for the resource
It is easy to disseminate, encourage widespread use, and available to all types of passengers, for all types of trips, any time of the day, and on any mode
Long term benefits

Takes significant time and cost to be implemented

Crime reduction
Improve safety
Greater incentive to use non-motorized transport and public transport

Reliant on collaborations from several parties for full functionality.

Effectiveness

Numerous literature sources indicate this to be an effective measure in improving public safety with the effectiveness of the measure being considered high. Both female passengers and governing bodies rate the effectiveness of this intervention as high [5-7].

Perception by (female) passengers
Perception by governing bodies
Level of confidence in these ratings

Implementation

Implementation of the intervention is a time-intensive process, with its benefits only being fully realised upon its full implementation. The benefits are long-term, yet will require constant maintenance and upkeep for full functionality.

Implementation timeframe

0-1 year✓
1-3 years✓
>3 years✕

Timeframe to realise benefits

0-1 year✕
1-3 years✓
>3 years✓

Scale of Implementation

This intervention can be implemented at a local or city level.

National

Regional

City

Station or
Suburb

Ease of Implementation

This intervention is difficult to implement, as it requires a high level of skilled services for the planning, design, construction, and maintenance.

List of References

Africa

1. Venter, C. J. (2020). Measuring the quality of the first/last-mile connection to public transport. Research in Transportation Economics, 83.

Asia

2. Kanthavel, R., Sangeetha, S. K. B., & Keerthana, K. P. (2021). Design of smart public transport assist system for metropolitan city Chennai. International Journal of Intelligent Networks, 2, 57–63.

3. Aghaabbasi, M., Moeinaddini, M., Zaly Shah, M., & Asadi-Shekari, Z. (2017). A new assessment model to evaluate the microscale sidewalk design factors at the neighbourhood level. Journal of Transport and Health, 5, 97–112.

North America

4. Dogan, T., Samaranayake, S., & Saraf, N. (2018). Urbano: A new tool to promote mobility-aware urban design, active transportation modeling, and access analysis for amenities and public transport.

5. DeCoursey, W. J., & Rothwell, J. (2016). Defining and Quantifying State of Good Repair (SGR) for the Pedestrian Network External Project Manager Heather Dunigan, Principal Planner Wilmington Area Planning Council (WILMAPCO)

6. Osama, A., & Sayed, T. (2017). Evaluating the impact of connectivity, continuity, and topography of sidewalk network on pedestrian safety. Accident Analysis and Prevention, 107, 117–125.

South America

7. Tiznado-Aitken, I., Muñoz, J. C., & Hurtubia, R. (2018). The role of accessibility to public transport and quality of walking environment on urban equity: The case of Santiago de Chile. Transportation Research Record, 2672(35), 129–138.

World

8. Org, W. (n.d.). THE 8 PRINCIPLES OF SIDEWALKS Building more active cities.

9. Walkways, Sidewalks, and Public Spaces FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION. (n.d.).

SHE CAN Tool