Analysis of the Streets of Kampala City to Meet the Needs of Pedestrains: a Case Study of Central Division

COLLEGE OF ENGINEERING, DESIGN, ART & TECHNOLOGY

SCHOOL OF BUILT ENVIRONMENT

DEPARTMENT OF ARCHITECTURE & PHYSICAL PLANNING

ANALYSIS OF THE STREETS OF KAMPALA CITY TO MEET THE NEEDS OF PEDESTRAINS: A CASE STUDY OF CENTRAL DIVISION

OMODING SETH

14/U/14107/PS

A DISSERTATION SUBMITTED TO THE DEPARTMENT OF ARCHITECTURE & PHYSICAL PLANNING IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE AWARD OF THE DEGREE OF BACHELOR OF URBAN AND REGIONAL PLANNING OF MAKERERE UNIVERSITY

2018

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DEDICATION I dedicate this report first to the Almighty God, who supplied my needs abundantly and gave me the strength, health and sanity to finish it. I also wish to dedicate it to my dearest sister who supported me through my study Miss Tukei Dinah my Parents for their continuous prayer, encouragement and moral support during the research process.

ACKNOWLEDGEMENTS I would like to extend my deepest and most sincere gratitude to my supervisor, for his continuous support and for sacrificing his time to guide and assist me through this development project my project from initial stage to the finish.

I would also like to appreciate the Department of Urban and Regional planning lecturers and other lecturers of the Department of Urban and Regional Planning whose input explicated my insight.

I would like to appreciate my colleagues, urban and Regional Planning class whose interesting ideas and thoughts made this project a success.

Above all, I thank God Almighty, for without his provision, nothing is possible.

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TABLE OF CONTENTS

DECLARATION ...... Error! Bookmark not defined. DEDICATION ...... ii ACKNOWLEDGEMENTS ...... iii TABLE OF CONTENTS ...... iv LIST OF TABLES ...... viii CHAPTER ONE ...... 1 1.1 INTRODUCTION ...... 1 1.2 BACKGROUND TO THE STUDY ...... 2 1.3 PROBLEM STATEMENT ...... 3 1.4 RESEARCH OBJECTIVES ...... 4 1.5 RESEARCH QUESTIONS ...... 4 1.6 JUSTIFICATION OF THE STUDY ...... 4 1.7 SCOPE OF THE STUDY ...... 5 1.8 SIGNIFICANCE ...... 5 CHAPTER TWO ...... 6 LITERATURE REVIEW ...... 6 2.1 DEFINITIONS ...... 6 2.2 PEDESTRIAN NEEDS...... 6 2.3 PEOPLE WITH DISABILITY ...... 8 2.3.1 Aids to Pedestrians with Disabilities ...... 9 2.4 STREET AS URBAN SPACE ...... 9 2.4.1 Health and well-being Urban ...... 10 2.4.2 Economic benefits ...... 10 2.4.3 Democracy ...... 10 2.5 STREETS ...... 11 2.5.1 Functions of streets ...... 11 2.6 QUALITIES OF GOOD STREETS ...... 11 2.6 STREET INFRASTRUCTURE ...... 13 2.7 POLICY AND LEGISLATION...... 15 CHAPTER THREE ...... 19 iv

RESEARCH METHODOLOGY ...... 19 3.1 INTRODUCTION ...... 19 3.2 RESEARCH DESIGN ...... 19 3.2.1 Data Needs ...... 19 3.3 THE STUDY AREA ...... 20 3.4 DATA COLLECTION TECHNIQUES ...... 22 3.4.1 Secondary data collection ...... 22 3.4.2 Primary data collection methods ...... 23 3.5 DATA ANALYSIS TECHNIQUES ...... 23 CHAPTER FOUR ...... 25 PRESENTATION OF FIELD FINDINGS ...... 25 4.1 PEDESTRIAN ACTIVITIES ...... 25 4.2 PEDESTRIANS USE THE STREETS ...... 28 4.3 CONDITION OF THE STREETS ...... 31 4.3.2 Street conditions at night ...... 34 4.5 STREET CHARACTERISTICS ...... 37 4.5.1 Safety and security ...... 37 4.5.2 Attractiveness ...... 40 4.5.4 Convenience ...... 45 4.7 walkways condition ...... 50 4.8 STREET LIGHT CONDITION ...... 54 4.9 STREET CROSSING CONDITIONS ...... 56 4.10 EXISTING SITUATION IN BEN KIWANUKA STREET, NAMIREMBE ROAD AND LUWUM STREET s ...... 60 4.11 PROBLEMS FACED BY THE PEDESTRIANS ...... 61 CHAPTER FIVE ...... 64 RECOMMENDATIONS AND CONCLUSION ...... 64 5.1 RECOMMENDATIONS ...... 64 5.2 CONCLUSION ...... 65 REFERENCES ...... 66 Appendices ...... 67

LIST O F FIGURE Fig: 1.5 Proposed Luwum street design ...... 5 Fig:1.6. Proposed Namirembe road design ...... 5 Fig 2.3. Spatial needs for persons with disabilities ...... 8 Fig: 2.6.2 showing pedestrian road crossing marks ...... 14 Fig: 2.6.3 Pedestrian walkways with a buffer Zone ...... 15 Fig:6 how Pedestrians should walk...... 16 Fig: 7 bad pedestrian crossing habits ...... 16 Fig: 8 Lubaga hill ...... 20 Fig:9 Location of Kampala central division ...... 21 Fig:10 Image showing study area ...... 22 Fig: 4.1 Pedestrian activities at Namirembe street...... 25 Fig: 4.1.2 Pedestrian Activities at Luwum Street ...... 26 Fig: 4.1.3 pedestrian activities at Ben Kiwanuka Street ...... 27 Fig: 4.2 Time duration at Namirembe road ...... 28 Fig: 4.2.1 Time duration at Luwum Street ...... 29 Fig.4.2.2 Time duration at Ben Kiwanuka Street ...... 30 Fig: 4.3 Condition of the street during day at Namirembe road ...... 31 Fig: 4.3.1 Condition of the street during day at Luwum Street ...... 32 Fig: 4.3.2 Condition of the street during day at Ben kiwanuka Street ...... 33 Fig: 4.4 Street condition at night at Namirembe road ...... 34 Fig: 4.4.1 Street condition at night at Luwum Street ...... 35 Fig: 4.4.2 Street condition at night at Ben kiwanuka Street ...... 36 Fig: 4.5 Safety and security at Namirembe road...... 37 Fig:4.5.1 Safety and security at Luwum Street ...... 38 Fig: 4.5.1.2 safety and security at Ben Kiwanuka Street ...... 39 Fig: 4.5.2 Attractiveness at Namirembe road ...... 40 Fig: 4.5.2.1 Attractiveness at Luwum Street ...... 41 Fig:4.5.2.2 Attractiveness at Ben kiwanuka Street ...... 42

Fig: 4.5.3 Comfort at Namirembe road ...... 43 Fig: 4.5.3.1 Comfort at Luwum Street ...... 44 Fig: 4.5.3.2 Comfort at Ben kiwanuka Street ...... 45 Fig:4.5.4 Convenience at Namirembe road ...... 46 Fig: 4.5.4.1 Convenience at Luwum Street...... 47 Fig: 4.5.4.2 Convenience at Ben kiwanuka Street ...... 48 Fig:4.6 Street infrastructures at Namirembe road ...... 48 Fig: 4.6.1 Street infrastructures at Luwum Street ...... 49 Fig:4.6.2 Street infrastructures at Ben kiwanuka Street ...... 50 Fig: 4.7 Condition of walk ways at Namirembe road ...... 51 Fig:4.7.1 Condition of walk ways at Luwum street ...... 52 Fig: 4.7.2 Condition of walk ways at Ben Kiwanuka Street ...... 53 Fig: 4.8 Street light condition at Namirembe road ...... 54 Fig: 4.8.1 Street light condition at Luwum street ...... 55 Fig:4.8.2 Street light condition at Ben kiwanuka street ...... 56 Fig: 4.9 Street crossing condition at Namirembe road ...... 57 Fig:4.9.1 Street crossing condition at Luwum street ...... 58 Fig:4.9.2 Street crossing condition at Ben kiwanuka street ...... 58 Fig:4.11.1 Pedestrian using motorize drive way Ben Kiwanuka street ...... 61 Fig4.11.2: Walkways that don’t favor persons with disability Ben Kiwanuka street ...... 61 Fig: 4.11.3Luwum walkways ...... 61 Fig:4.11.5 Namirembe walkway ...... 61 Fig:4.11.6 Street obstruction luwum street ...... 62 Fig:4.11.7 Street obstruction Ben kiwanuka street ...... 62 Fig:4.11.8 street obstruction Namirembe road ...... 62 Fig:4.11.9 Traffic jam in Namirembe road ...... 62

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LIST OF TABLES

Table 4.1.2 Pedestrian Activities at Luwum Street ...... 26 Table 4.1.3 pedestrian activities at Ben Kiwanuka Street ...... 27 Table 4.2.1 Time duration at Luwum Street ...... 29 Table 4.2.3 Time duration at Ben Kiwanuka Street...... 30 Table 4.3 Condition of the street during day at Namirembe road ...... 31 Table 4.3.1 Condition of the street during day at Luwum Street ...... 32 Table 4.3.2 Condition of the street during day at Ben kiwanuka Street ...... 33 Table 4.4 Street condition at night at Namirembe road ...... 34 Table 4.4.1 Street condition at night at Luwum Street ...... 35 Table 4.4.2 Street condition at night at Ben kiwanuka Street ...... 35 Table 4.5 Safety and security at Namirembe road ...... 37 Table 4.5.1 Safety and security at Luwum Street ...... 38 Table 4.5.1.2 Safety and security at Ben kiwanuka Street...... 39 Table 4.5.2 Attractiveness at Namirembe road ...... 40 Table 4.5.2.1 Attractiveness at Luwum Street ...... 41 Table 4.5.3 Comfort at Namirembe road ...... 43 Table 4.5.3.1 Comfort at Luwum Street ...... 44 Table 4.5.3.2 Comfort at Ben kiwanuka Street ...... 44 Table 4.5.4 Convenience at Namirembe road ...... 45 Table 4.5.4.1 Convenience at Luwum Street ...... 46 Table 4.5.4.2 Convenience at Ben kiwanuka Street ...... 47 Table 4.6 Street infrastructures at Namirembe road ...... 48 Table 4.6.1 Street infrastructures at Luwum Street ...... 49 Table 4.6.2 Street infrastructures at Ben kiwanuka Street ...... 50 Table 4.7 Condition of walk ways at Namirembe road ...... 50 Table 4.7.1 Condition of walk ways at Luwum street ...... 51 Table 4.7.2 Condition of walk ways at Ben kiwanuka street...... 52 Table 4.8 Street light condition at Namirembe road ...... 54 Table 4.8.1 Street light condition at Luwum street ...... 55

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Table 4.8.2 Street light condition at Ben kiwanuka street ...... 55 Table 4.9 Street crossing condition at Namirembe road ...... 56 Table 4.9.1 Street crossing condition at Luwum street ...... 57 Table 4.9.2 Street crossing condition at Ben kiwanuka street ...... 58

CHAPTER ONE INTRODUCTION TO THE STUDY

1.1 INTRODUCTION The study is about analysis of streets of Kampala city to meet the needs of pedestrians in central division. The research will basically look at street infrastructure that are viable for all pedestrians including those with physical disabilities. Street infrastructure such as walkways, street lights and benches. The street is a public easement, one of the few shared between all sorts of people which involves interactions and movement of people. As a component of the built environment as ancient as human habitation, the street sustains a range of activities vital to civilization. Its roles are as numerous and diverse as its ever-changing cast of characters. While streets were once places where we stopped for conversation and children played, they are now the exclusive domain of cars. The streets lack well paved sidewalks or very limited areas for sidewalks, conflicts between pedestrian’s motorist and private vehicular movement, street lighting which makes streets unsafe at night for pedestrians and road users; the, no dedicated cycling paths for cyclists, Unsynchronized and/or faulty traffic lights; and Lack of clear road markings and signage.

To realise about analysis of streets of Kampala city to meet the needs of pedestrians in central division, following objectives are formulated (a) To investigate the nature and condition of pedestrian street infrastructure on Kampala central divisions. (b) To assess the pedestrian needs and perceptions along Kampala central division streets. (c) To establish problems and challenges of pedestrians along Kampala central division streets. (d) To propose planning interventions to enhance pedestrians use and experience on streets of Kampala central division.

Data collection techniques collection will involve primary and secondary data. Secondary data collection refers to data that will be collected by researcher other than the user This will include research and reading of existing literature about street design, pedestrians and provision of street, information collected by government departments, organizational records, history of study area and relevant case studies. Primary data collection methods will involve photography, observation and administering of questionnaires to pedestrians along the street’s the motorists using the street and the users and owners of the various land use establishments along Kampala central division Street. Direct observation of the pedestrian volumes, physical measurement of the street width, the existing street infrastructure and their condition, and photography for more visual illustration. The goal for all data collection is to capture quality evidence that allows analysis to lead to the formulation of convincing and credible answers to the questions that have been posed.

The study will contribute to policy making and measures on how street that friendly to pedestrains will be designed, which accomodates all possible users including persons with disabilitie

1.2 BACKGROUND TO THE STUDY Walking is an integral part of urban transportation. Walking has the potential to be an essential element of an effective and sustainable transportation system. Walkers enjoy many advantages: travel times are predictable, expenses are minimal, and health benefits are immediate and quantifiable. For the County, a shift to more walking trips could reduce the need for roadway improvements and parking facilities and contribute to better air quality and quality of life. Compared to facilities for other modes, walkways are easy to maintain and inexpensive to install. Finally, a good pedestrian network supports and leverages investments in transit.

Cities are the main centers for human activities, hence achieving the possible sustainability in cities is very important. Urban sustainability not only refers to environmental issues but also refers to achieving a dynamic economy, suitable environment for living and social equity which are important in this area. The issues related to the city’s transportation always have had an important place in the sustainable cities subject. Accordingly, in designing a sustainable city, for the new city structure, a type of transportation system is chosen which can be able to create a good balance among necessity of economic development, the protection of environment and guarantee the quality of society’s future life. The non-motorized transportation system of sustainable city is largely formed on a basis of pedestrianization. (Shaftoe 2008) streets are essential elements that allow circulation of people between urban spaces and the access to various uses. The best streets to walk on are fitted with pleasant surprises and amenities that make walking easier and more attractive, but they also serve a social function, allowing neighbors to meet and interact on their walks. They also can foster economic activity, such as window shopping and sidewalk cafes. Some studies have found that shops on streets with sidewalks get more customers than similar shops without sidewalks. When people anticipate such things, or when they are attracted by inviting or intriguing features in the public realm, they are motivated to use streets and bring them to life. Vibrant street life relies on certain physical qualities of the public realm to host and strengthen activities and behaviors.

The street is a public easement, one of the few shared between all sorts of people. As a component of the built environment as ancient as human habitation, the street sustains a range of activities vital to civilization. Its roles are as numerous and diverse as its ever-changing cast of characters. Therefore, they should be designed, fitted with adequate street infrastructure and improved for maximum value to the people who use them.

1.3 PROBLEM STATEMENT Historically streets have played a very important role for a variety of reasons, such as providing an environment to meet friends and neighbors, creating grounds for political protests, and a location for markets and fairs, even being play areas for children in the residential setting. The importance of socially activating is also important for the health and sustainability of the city and its dwellers and considered vital not only for people who use the streets. However, many streets in urban areas still struggle to induce public life or create an environment for social activeness. According to Jacob Byamukama, the Manager Transport Planning and Traffic Management in KCCA he said that, “more than 60% of people walk and 40% use, motorized vehicles, 90% use public transport and 10% middle class driving in Kampala city. This implies that, more attention should be given to people who walk in regard in terms of safety and walking facilities in the street. Streets in Kampala central division serves various functions and also serves as a destination for urban users. However, pedestrians cannot be expected to choose to walk, even for short trips, unless the walking environment is perceived as safe, direct, convenient and attractive.

Streets serve pedestrians with adequate infrastructure that encourages their use and experience, however streets in Kampala central division lack appropriate street infrastructure thus hindering the full realization of the street’s potential as a vibrant urban space. the street also lacks any other aesthetic enhancements that encourage them to walk through the street again and create sense of place. for example, the physically challenged and visually impaired. Hearing and sight impairments, for instance, reduce the amount of information physically impaired pedestrians receive about the walking environment around them.

Streets connect pedestrians to their destination points; so, a good pedestrian network provides continuous, reliable connections, without gaps or obstacles. However, most Street in Kampala central division has gaps in form of narrow alleys between buildings which are used to access adjacent malls and street connection from one street to another. These alleys don’t have any infrastructure to support the users such as street lights, thus at night they are very dark encouraging robbery and pick pocketing.

Streets in our communities must allow safe and comfortable travel for everyone, including people with disabilities. Yet, they often are difficult to navigate for people who use wheelchairs, have diminished vision, cannot hear well, or for people who move more slowly. Incomplete streets do not provide for pedestrians of all abilities and are thus a constant source of frustration and danger for people with disabilities. Along incomplete streets, unpaved surfaces and disconnected, narrow, or deteriorated sidewalks discourage wheelchair travel – and the lack of a curb ramp can force a pedestrian into the street. Wide intersections designed to quickly move motorized traffic may not provide enough time for someone with a disability to cross safely. Pedestrian signals that use only visual cues can lead to dangerous situations for those with low vision.

There is a great need to design pedestrian street infrastructure in Kampala central division Street in order to enhance public experience hence making it socially active and vibrant.

1.4 RESEARCH OBJECTIVES (a). To investigate the nature and condition of pedestrian street infrastructure on Kampala central divisions. (b). To assess the pedestrian needs and perceptions along Kampala central division streets. (c). To establish problems and challenges of pedestrians along Kampala central division streets. (d). To propose planning interventions to enhance pedestrians use and experience on streets of Kampala central division.

1.5 RESEARCH QUESTIONS 1. What is the nature and condition of pedestrian street infrastructure on Kampala central division Streets?

2. What are the pedestrian needs and perceptions along Kampala central division Streets?

3. What are the pedestrian problems and challenges and along Kampala central division Streets?

4. What planning interventions which may enhance use and experience on streets of Kampala central division?

1.6 JUSTIFICATION OF THE STUDY Historically, streets have played a very important role for a variety of reasons, such as providing an environment to meet friends and neighbors, being a platform for political protests, and a location for markets and fairs, even being play areas for children in the residential setting. The streets in Kampala central division streets act as arteries for circulation of people and most especially the central business district which is the heart of commercial activities and home of government institutions. In regard of challenges pedestrians face in relation with needs to meet pedestrian usability in these streets.

Additionally, KCCA is to introduce non-motorized transport in some sections of the City initially to consider Namirembe road and Luwum Street where feasibility and design studies have been completed. Therefore, there is great need for our streets in CBD to be universal in terms of use in order to successfully meet the diverse needs of pedestrians. The streets must be designed with pedestrian facilities recognize that pedestrian needs are wide-ranging from the central business district to entire central division.

Fig: 1.5 Proposed Luwum street design Fig:1.6. Proposed Namirembe road design

Source: KCCA strategic plan 2014/2015-2018/2019 Source: KCCA strategic plan 2014/2015-2018/2019

1.7 SCOPE OF THE STUDY The study will focus on analyzing street to meet the need of pedestrians in Central Division of Kampala city. The study will be mainly carried out in the central business district since it’s the area with much crowding and requires much intervention to up lift the use and needs that streets offer to pedestrians. The study targets all street possible users including persons with disabilities. Investigations will be conducted in 2017.

1.8 SIGNIFICANCE The study will contribute knowledge on street needs of pedestrians to improve streets that will support all the possible users for example the physically challenged and visually impaired. Findings from the study will address the needs of pedestrians on streets which can be used to improve experience, designing user friendly streets and safety and more enjoyable streets in Kampala central division by planning Authority (KCCA)

CHAPTER TWO LITERATURE REVIEW

2.1 DEFINITIONS Pedestrian

The meaning of the word pedestrian is displayed with the morphemes ped- ('foot') and ian ('characteristic of'). This word is derived from the Latin term pedester ('going on foot') and was first used during the 18th century

Pedestrian can be defined as a person traveling on foot, whether walking or running. In some communities, those traveling using tiny wheels such as roller skates, skateboards, and scooters, as well as wheelchair users are also included as pedestrians. In modern times, the term usually refers to someone walking on a road or pavement, but this was not the case historically. The idea of separating pedestrians from wheeled traffic is an old one, dating back at least to the Renaissance. However, the earliest modern implementation of the idea in cities seems to date from about 1800, when the first covered shopping arcade was opened in Paris. Separated shopping arcades were constructed throughout Europe in the 19th century, precursors of modern shopping malls. A number of architects and city planners, including Joseph Paxton, Ebenezer Howard, and Clarence Stein, in the 19th and early 20th centuries proposed plans to separate pedestrians from traffic in various new developments.

Infrastructure is the basic physical and organizational structures and facilities (e.g., buildings, roads, and power supplies) needed for the operation of a society or enterprise or the basic, underlying framework or features of a system or organization.

Street

A street means any highway, road or sanitary lane, or strip of land reserved for a highway, road or sanitary lane, and includes any bridge, footway, square, court, alley or passage whether a thoroughfare or not, or a part of one.

2.2 PEDESTRIAN NEEDS Some Important Needs of Pedestrians Safe streets and walking areas, Convenience, nearby places to walk, Visibility, Comfort and shelter, Attractive and clean environment, Access to transit, Interesting things to look at while walking, and Social interaction

One common obstacle in design of pedestrian facilities is assuming that one standard can be applied to fit an “average” population. Children, older adults, and people with certain disabilities typically travel at much lower walking speeds. (OTAK 1997)

Everyone is a pedestrian for at least part of every trip, even if that trip is not counted in studies as a pedestrian trip. This makes walking the most prominent mode by far even though its prominence is never measured accurately. Walking is also the mode of last resort when cars break down, busses are missed or other transportation choices fall through. Pedestrians are the most unprotected roadway users and, in most countries, represent an unwarranted percentage of traffic fatalities. If transportation planning included these considerations, all transportation projects would be required to include safe, connecting pedestrian provisions. Unfortunately, this is not the case in most places.

At One Street, we see the needs of bicyclists and pedestrians as inseparable. To provide a lovely bike lane and forget about pedestrian accommodations will doom that bike lane to be used by both, thus endangering both. This also goes for providing only for pedestrians. If bicyclists have no safe place to ride they will choose to ride on the sidewalk because colliding with pedestrians is much less threatening than colliding with cars. Needless to say, this is not popular with pedestrians!

So, understanding and providing for the needs of pedestrians is not only paramount to sound transportation systems, it is necessary to quality provisions for bicyclists. As with bicycle provisions, the best place to start is with the most vulnerable. Young, old and disabled pedestrians require more room on sidewalks, more time to cross streets and smoother surfaces than other pedestrians. Providing wide, smooth sidewalks and short street crossings for these vulnerable users has the additional benefit of creating a beautiful street for all. These are the streets we are drawn to, where we want to linger, shop and enjoy our friends.

2.2.1 Walking

Walking; Most trips will begin and end by walking. In the article ‘Pedestrian Facilities Guidebook’ (OTAK 1997) it says ‘Acceptable walking distances will vary depending on geography, climate conditions, and land use patterns are commuting or in a hurry, such as from the bus stop to their office. Walking rates are slow when pedestrian volumes increase and square footage per person decreases. A spatial bubble is the preferred distance of unobstructed forward vision while walking under various circumstances. Walking has always been the primary means of human locomotion. The first humans to migrate from Africa, about 60,000 years ago, walked. They walked along the coast of India to reach Australia. They walked across Asia to reach the Americas, and from Central Asia into Europe. During the 18th and 19th centuries, walking was a popular spectator sport just as equestrianism still is in places such as Great Britain and the United States. One of the most famous pedestrians of that period was Captain Robert Barclay Allardice, known as "The Celebrated Pedestrian", of Stonehaven in Scotland. His most impressive feat was to walk 1 mile (1.6 km) every hour for 1000 hours, which he achieved between 1 June and 12 July 1809. This feat captured many people's imagination, and around 10,000 people came to watch over the course of the event. During the rest of the 19th century, many people tried to repeat this feat,

7 including Ada Anderson who developed it further and walked a half-mile (800 m) each quarter- hour over the 1,000 hours. Since the 20th century, interest in walking as a sport has dropped. Racewalking is still an Olympic sport, but fails to catch public attention as it did. However major walking feats are still performed, such as the Land's End to John o' Groats walk in the United Kingdom, and the traversal of North America from coast to coast. The first person to walk around the world was Dave Kunst who started his walk travelling east from Waseca, Minnesota on 20 June 1970 and completed his journey on 5 October 1974, when he re-entered the town from the west. These feats are often tied to charitable fundraising and are undertaken by celebrities such as Sir Jimmy Savile and Ian Botham as well as by others.

2.3 PEOPLE WITH DISABILITY

People with disability People with disabilities, including those using special walking aids or wheelchairs, need carefully designed facilities that eliminate barriers. The needs of pedestrians with disabilities can vary widely depending on the type of disability and level of impairment. The number of people with disabilities increases with age Limitations include Mobility Hearing Cognitive Vision (Janet M. Barlow, COMS)

Fig 2.3. Spatial needs for persons with disabilities

Source: Improving Pedestrian Safety at Unsignalized Crossings. Washington, DC:

2.3.1 Aids to Pedestrians with Disabilities Space requirements for pedestrians with disabilities vary considerably depending upon their physical abilities and the assistive devices they use. Spaces designed to accommodate wheelchair users are generally considered to be functional and advantageous for most people. (OTAK 1997)

Adequate walkway width. Room for people to pass or walk side by side At least 5 feet required for 2 wheelchairs Wider Preferable Even wider if shared with bicyclists

Slopes and cross slopes. No more than 2% cross slope Limit slope in direction of travel as much a possible Note one wheel is off sidewalk surface on this slope

Curb ramps. Each crossing served by curb ramp Islands appropriately ramped or cut-through. Slope no steeper than 8% (1:12) Flares are not needed if there’s a non-walking surface beside the ramp

Detectable warning surfaces (truncated domes)

Detectable warnings (truncated domes) On both curb and island edges. Detectable warning surfaces indicate a hazard to blind users “Next step is into a hazardous area”, that is to say. the street NOT for alignment Blind person may wait behind DW surface

2.4 STREET AS URBAN SPACE Streets as urban spaces Large claims indeed – surely public spaces are no more than that – places where the general public are allowed? But it has been noted by many that public spaces are important for health, wellbeing, learning, conflict resolution, tolerance and solidarity, to mention but a few benefits. Little wonder that governments from the extremes of the political spectrum, whether totalitarian or free marketers, find public space potentially problematic. (Shaftoe 2008)

According to Donald Appleyard “Streets have been the places where children first learned about the world, where neighbors met, the social centers of towns and cities, the rallying points for revolts, the scenes of repression.” Streets showcase the lives of our communities, and being exposed to the good and bad of the world on our streets can make us more compassionate, empathetic, and connected citizens.

Of course, an important function of streets is also to facilitate travel from one place to another. But many of the streets in our communities – especially those in our downtowns, Main Streets, and residential areas – can be so much more than just a conduit for traffic.

Streets as Places is about helping people begin to see streets in their entirety: not just their function in transporting people and goods, but the vital role they play in animating the social and economic life of communities. It’s about communities owning and reclaiming their streets,

9 participating in civic life, and having a direct impact on how their public spaces look, function, and feel.

Designing streets that function as great places is more than just a “nice” thing to do. As Peter Kageyama, founder of the Creative Cities Summit, explains: “No longer is it sufficient to build places that are merely functional and safe. Our placemaking aspirations must be as high and as grand as our economic goals because they are bound together.” In an age when people are more mobile than ever, and cities and businesses compete to attract talent, great streets are essential to boosting economic development and tourism.

2.4.1 Health and well-being Urban Complete streets provide opportunities for increased physical activity by incorporating features that promote regular walking, cycling and transit use into just about every street. Regular walking is important both for human health and for the natural environment. Frequent exercise such as walking tends to reduce the chance of obesity and related medical problems. In contrast, using a car for short trips tends to contribute both to obesity and via vehicle emissions to climate change: internal combustion engines are more inefficient and highly polluting during their first minutes of operation (engine cold start). General availability of public transportation encourages walking, as it will not, in most cases, take one directly to one's destination.

2.4.2 Economic benefits So much urban policy seems to be driven these days by the desire to make profits that it can be refreshing to claim that public spaces are worth having for purely non-fiscal reasons. However, convivial places can also generate financial benefits; both directly through sales of refreshments, market produce and so on, but also indirectly by making the towns where they are located more popular visitor attractions (Shaftoe 2008).

Regular walking is important both for human health and for the natural environment. Frequent exercise such as walking tends to reduce the chance of obesity and related medical problems. In contrast, using a car for short trips tends to contribute both to obesity and via vehicle emissions to climate change: internal combustion engines are more inefficient and highly polluting during their first minutes of operation (engine cold start). General availability of public transportation encourages walking, as it will not, in most cases, take one directly to one's destination. 2.4.3 Democracy In democratic societies, public spaces are the gathering places where the citizenry can express their solidarity and also dissent. They are the locations for demonstrations, pamphleteering and soapbox orations; so important for grassroots democracy. As Denis Wood (1981) points out, public spaces, particularly the less surveyed ones, are where change is fermented and where countermeasures are

10 formulated. No wonder that totalitarian regimes try to control the use of public space by heavy policing, surveillance and curfews. (Shaftoe 2008)

2.5 STREETS It is a public parcel of land adjoining buildings in an urban context, on which people may freely assemble, interact, and move about. The community contains a variety of streets types that differ in character and function. Some streets, such as Major Connector Streets the Avenues, Pedestrian- oriented Retail Streets, Residential Streets, Green Streets, Bicycle Boulevards, Alleys in Commercial Areas

2.5.1 Functions of streets (a) Circulation

Circulation, or less broadly, transportation is perhaps a street's most visible use, and certainly among the most important. The unrestricted movement of people and goods within a city is essential to its commerce and vitality, and streets provide the physical space for this activity

(b) Sidewalk

Sidewalks (US usage) or pavements (UK usage) are often located alongside on one or usually both sides of the street within the public land strips beyond the curbs. Sidewalks serve a traffic purpose, by making walking easier and more attractive, but they also serve a social function, allowing neighbors to meet and interact on their walks. They also can foster economic activity, such as window shopping and sidewalk cafes Some studies have found that shops on streets with sidewalks get more customers than similar shops without sidewalks.

An important element of sidewalk design is accessibility for persons with disabilities.

A street may assume the role of a town square for its regulars. Jane Jacobs, an economist and prominent urbanist, wrote extensively on the ways that interaction among the people who live and work on a particular street—"eyes on the street"—can reduce crime, encourage the exchange of ideas, and generally make the world a better place.

2.6 QUALITIES OF GOOD STREETS Provides orientation to its users, and connects well to the larger pattern of ways. Balances the competing needs of the street — driving, transit, walking, cycling, servicing, parking, drop-offs. Fits the topography and capitalizes on natural features. Is lined with a variety of interesting activities and uses that create a varied streetscape.

Attractions & Destinations. Having something to do gives people a reason to come to a place— and to return again and again. When there is nothing to do, a space will remain empty, which can lead to other problems. In planning attractions and destinations, it is important to consider a wide range of activities for: men and women; people of different ages; different times of day, week and year; and for people alone and in groups. Create an enticing path by linking together this variety of experiences.

Identity & Image. Whether a space has a good image and identity is key to its success. Creating a positive image requires keeping a place clean and well-maintained, as well as fostering a sense of identity. This identity can originate in showcasing local assets. Businesses, pedestrians, and driver will then elevate their behavior to this vision and sense of place.

Active Edge Uses. Buildings bases should be human-scaled and allow for interaction between indoors and out. Preferably, there are active ground floor uses that create valuable experiences along a street for both pedestrians and motorists. For instance, a row of shops along a street is more interesting and generally safer to walk by than a blank wall or empty lot. Sidewalk activity also serves to slow vehicular traffic. At the very minimum, the edge connection should be visual, allowing passers-by to enjoy the activity and aesthetics of the indoor space. These edge uses should be active year-round and unite both sides of the street.

Amenities. Successful streets provide amenities to support a variety of activities. These include attractive waste receptacles to maintain cleanliness, street lighting to enhance safety, bicycle racks, and both private and public seating options the importance of giving people the choice to sit where they want is generally underestimated. Cluster street amenities to support their use.

Management. An active entity that manages the space is central to a street’s success. This requires not only keeping the space clean and safe, but also managing tenants and programming the space to generate daily activity. Events can run the gamut from small street performances to sidewalk sales to cultural, civic or seasonal celebrations.

Seasonal Strategies. In places without a strong management presence or variety of activities, it is often difficult to attract people year-round. Utilize seasonal strategies, like holiday markets, parades and recreational activities to activate the street during all times of the year. If a street offers a unique and attractive experience, weather is often less of a factor than people initially assume.

Diverse User Groups. As mentioned previously, it is essential to provide activities for different groups. Mixing people of different race, gender, age, and income level ensures that no one group dominates the space and makes others feel unwelcome and out of place.

Traffic, Transit & the Pedestrian. A successful street is easy to get to and get through; it is visible both from a distance and up close. Accessible spaces have high parking turnover and,

12 ideally, are convenient to public transit and support walking and biking. Access and linkages to surrounding destinations must be a part of the planning process. Automobile traffic cannot dominate the space and preclude the comfort of other modes. This is generally accomplished by slowing speeds and sharing street space with a range of transportation options.

Blending of Uses and Modes. Ground floor uses and retail activities should spill out into the sidewalks and streets to blur the distinction between public and private space. Shared street space also communicates that no one mode of transportation dominates.

Protects Neighborhoods. Great streets support the context around them. There should be clear transitions from commercial streets to nearby residential neighborhoods, communicating a change in surroundings with a concomitant change in street character.

2.6 STREET INFRASTRUCTURE

2.6.1 Street-lighting Needs

Good street lighting is one key to pedestrian safety when the sun is down. Both personal safety and safety with respect to traffic are improved when proper lighting is provided. Good lighting of pedestrian facilities also increases the comfort and perception of personal safety of pedestrian travelers when it is dark out, and these factors can influence their choice of route or their decision whether or not to walk. Street lighting that provides these benefits for pedestrians has several key attributes. Appropriate lighting levels should be provided, particularly at corners and intersections and at key crossing locations, such as transit stops. Generally, industry standards9 call for lighting levels for pedestrian facilities to be between 0.5 and 2.0-foot candles, using the lowest level that is appropriate to the conditions.

At crosswalks, the source of the illumination should not be directly above the crosswalk, where it can “wash out” a crossing pedestrian, but rather at least twenty-five feet before or after the crossing, or both, in order to provide the greatest conspicuity of a crossing pedestrian to a motorist. Lighting should be provided on sidewalks, not just roadways. Glare and up lighting should be minimized. The light source should show colors well at night. The latter property is measured as the value of the Color Rendering Index (CRI) for any given type of lamp. Typical CRI values range from 20 for high-pressure sodium lamps to 100 for incandescent lamps. Generally, for pedestrian safety, the CRI should be at least 50, and lamps in the blue range (such as metal halide) provide better color rendition than lamps in the orange-yellow range.

2.6.2 Pedestrian Safety and Street Crossing Needs

To identify the need for pedestrian crossing improvements, roadways were assessed for ease of crossing. This measure integrates the capacity of the roadway (the higher the capacity, generally

13 the more difficult the crossing), the frequency of crossing opportunities (that is, the length of the blocks) and the incidence of signalized crossing opportunities. Ease of crossing was then compared to the pedestrian crash map and to the expected pedestrian travel, as indicated by the location of transit stops and by the areas with the greatest pedestrian potential as indicated by the pedestrian access zones. These road segments are also transit routes. Crossing need was rated high where the roadway capacity is highest and there is some combination of reported crashes, transit stops and infrequent signalized intersections. Generally, locations that are currently signalized were not considered to have a crossing need, except where crashes have occurred. However, many existing signals can probably be improved to increase pedestrian safety and convenience, such as increasing the signal crossing time for pedestrian.

Fig: 2.6.2 showing pedestrian road crossing marks

2.6.3 Pedestrian walkways

The sidewalk is the most obvious element of the pedestrian network. The sidewalk must have a clear width wide enough to accommodate the widest mobility device and wide enough for the expected volume of pedestrian traffic the sidewalk must have a clear width wide enough to accommodate the widest mobility device and wide enough for the expected volume of pedestrian traffic. The sidewalk should accommodate two wheelchairs traveling together, or two people walking together passing a third person comfortably, a minimum clear width of about 2.2 m or seven feet. Where high pedestrian use is expected, such as in Town Centers and Light Rail Station. Areas, even wider clear widths will be needed.

The sidewalk typically lies within an area sometimes called the “sidewalk corridor,” or “border area” between the edge of the roadway and the edge of the right-of-way. In addition to the sidewalk, this corridor often houses items like signs, mailboxes, utilities, traffic signals, fire hydrants, streetlights, street trees and landscaping. It is important to provide sufficient space for

14 these uses in addition to the clear sidewalk width needed for pedestrian travel. Ideally, many of these uses can be placed between the sidewalk and the curb in a buffer zone or planting strip that helps to separate pedestrians from automobile traffic. It is essential that sidewalk improvements provide accessibility to all users. For pedestrians who use wheelchairs, this means having a minimal cross slope along the sidewalk, especially at driveway crossings, and having appropriate ramps to the street at every crosswalk. Ramps must have level landings. For pedestrians who are blind or have low vision, accessibility is enhanced by having a clear path of travel and tactile warnings at curb ramps.

Fig: 2.6.3 Pedestrian walkways with a buffer Zone

2.7 POLICY AND LEGISLATION 2.7.1 The high way code (2009)

The high way code (2009) is designed to set the standards of safe and considerable behavior of all road users including the pedestrians, passengers and cyclists as well drivers of motor vehicles.

For pedestrian Use a footpath where there is one. If there is no footpath, walk along right edge of the road facing the vehicles that are coming towards you.

Fig:6 how Pedestrians should walk

Source: high way code If there is more than one, walk in single file especially in the narrow road and at night.

Crossing rules Chose a place where you can clearly see in all directions. Never cross the road behind buses or parked vehicles or at unsafe places. It safer to cross at traffic lights, Zebra crossing, overhead pedestrian’s bridges, traffic islands or where there is a traffic officer. It’s worth walking a little out your way to get a safe way to cross.

Fig: 7 bad pedestrian crossing habits

Source: High way code

2.7.2 Traffic and road safety act Section 132. Traffic signs. (1) The chief licensing officer may cause traffic signs of such kinds, designs, material, size and color as shall be prescribed to be erected or marked on the ground at such places as he or she may determine. (2) In any proceedings under this Act, traffic signs shall be presumed to be lawfully erected and of the lawful kind, design, material, size and color until the contrary is proved.

(3) No board or notice which might be confused with a traffic sign or other traffic device which might render it less visible or effective or might dazzle road users or distract their attention in a way prejudicial to traffic safety shall be erected on or near a road. Section 133. Pedestrian crossings. (1) The chief licensing officer may cause pedestrian crossings in such form as may be prescribed to be placed a cross roads at such places as he or she may determine. (2) In any proceedings under this Act, every pedestrian crossing shall be presumed to have been lawfully placed and to be in a lawful form until the contrary is proved.

2.6.3 The non-motorized transport policy Mission. Walking and bicycling are healthy, sustainable, economical and non-polluting means of transport: the citizens of Uganda have the right to walk and cycle in safety, while conforming to appropriate regulations, in their pursuit of work and family tasks and in accessing social and economic activities and services. The objectives of this policy are:  An increase the recognition of walking and cycling in transport, planning, design, and infrastructure provision;  The provision of safe infrastructure for pedestrians and cyclists;  Resources for walking and cycling in being mainstreamed in agencies’ financial planning;  The development and adoption by all agencies of universal design standards that provide for access to all sectors of the community;  An improvement in regulation and enforcement to enhance safety for pedestrians and cyclists. Pedestrian Crossing Policies Pedestrian crossings should be clearly marked with standard zebra stripes and stop lines. In general, they should be on platforms to emphasize the pedestrian priority of the crossing and to calm traffic speeds. Zebra stripes must be maintained to ensure the markings remain clearly visible. On national roads, appropriate traffic calming infrastructure and rumble strips should precede the crossings. When traffic is heavy, there should be pedestrian islands between traffic lanes. Crossings should be placed in safe and appropriate locations using information derived from local community participation and/or surveys of local behavior relating to crossing roads Pedestrianization and NMT Priority Policies Government encourages the Kampala Capital City Authority (KCCA) and municipal authorities to develop NMT master plans that provide for cycle networks and appropriate pedestrianization and one-way systems. Government will support the pedestrianizations of certain urban roads, provided this is for the overall public good. In all cases, adequate planning and attention must be undertaken to understand and address the consequences of the changes to infrastructure.

Government will provide guidance to the Uganda Road Fund to finance specific projects, in line with its mandate, that are part of approved NMT plans. Integration with Public Transport Policies Transport systems should be integrated to allow easy connectivity and exchange between the different transport modes. All transport terminals, including those for buses and taxis should have adequate pedestrian facilities (incorporating Universal Design principles) and parking for bicycles.

CHAPTER THREE RESEARCH METHODOLOGY

3.1 INTRODUCTION Analysis of the street of Kampala to meet the needs of pedestrians involve analyzing the interaction of pedestrians with the different land uses along Streets Kampala central division, the challenges faced by the pedestrian while interacting with the existing street infrastructure. It also looked at the management issues which play a part in the existing situation along Kampala streets.

3.2 RESEARCH DESIGN This is the set of methods and procedures used in collecting and analyzing measures of the variables specified in the research problem research. 3.2.1 Data Needs (a) Street infrastructure These are infrastructures that support and enhance effective of streets used by large numbers of pedestrians along Kampala central division Streets that use street space either passing through or having the street as their destination, shopping vending. An analysis of the street infrastructure such as walk ways, benches, street lights, designated crossing lanes (including for the physically challenged and the visually impaired) along the street will provide relevant information on the existing infrastructures, their condition, a viable or lacking, their state which is vital for research. (b) Pedestrian Data In analyzing street of Kampala central division, there will be need of accurate information about the pedestrians who require these facilities. Pedestrians vary greatly in age, height, physical ability, visual acuity, awareness of their surroundings and reaction time. A person’s age, physical ability and cognitive capacity influence how they behave and react when walking. For instance, People with disabilities. amount of information physically impaired pedestrians receives about the walking environment around them affects their travel behavior. Cognitively, children and Older adults have a variety of needs as pedestrians. It will also look at Pedestrian needs, perceptions and challenge they face as they use the streets

(c) Land use types An analysis of the different existing land uses along the street in order to identify land uses which attract the large numbers of pedestrians along Kampala central division Street. This will also help in understanding the variations of pedestrian volumes with time. This information will assist in knowing the demand of specific street infrastructure at different times of use

(d) Policy framework and legislation.

These are policies and laws which set the standard and guide the involved stakeholders in provision of street infrastructure for the efficient use by the pedestrians for instance the Traffic and road safety Act (1998), the constitution of (1995), The high way code (2009) Master The study will also look at the international standards of provision of such facilities and compare with the local standards, The non-motorized transport policy

3.3 THE STUDY AREA 3.3.1 Background to the study area

The area that was to become Kampala today was an ideal breeding and hunting ground for various game, particularly a species of antelope, the impala (Aepyceros melampus) by the King of Buganda. The area, that comprised of rolling hills with grassy wetlands in the valleys formally became ‘Kampala’ with repeated usage of the reference to the area in the local dialect (Luganda) as ‘Akasozi K’empala. Kampala was established as a municipality in 1947 and became Uganda’s capital city at -independence in 1962. Kampala is said to have originally been built on seven hills, Kasubi Hill, Mengo Hill, Kibuli Hill, Namirembe Hill, Lubaga Hill, Nakasero Hill, Nsambya Hill, and Kampala Hill, (also known as Old Kampala)

Fig: 8 Lubaga hill

Source: KCCA 2015/2015-2018/2019 strategic plan

Over the years, the city limits were substantially expanded to include many of the surrounding communities within the city; including: Namirembe, Naakulabye, Kasubi, Bwaise, Kawempe, Kikaaya, Mpererwe, Lubaga, Nateete, Busega, Mutundwe, Ndeeba, Katwe, Kibuli, Kabalagala, Ntinda, Kiwaatule, Kisaasi; Najjanankumbi; Nakawa, Kyambogo, Nagulu, Bugoloobi, Mbuya,

Luzira, Port Bell and Butabika. Kampala has since grown to be the largest urban centre and the only City in Uganda. It is Uganda’s political seat, the country’s economic hub accounting for 80% of the country’s industrial and commercial activities; and generates 65% of national GDP. The City is currently divided into five urban divisions of Kampala namely Central, Kawempe, Makindye, Lubaga, Nakawa all covering a total of 189 squares Kms with 169 squares Kms of land and 19 square Kms of water.

3.3.2 Kampala central division as the case study

Kampala Central division comprises of central business district of the largest city in Uganda and includes the areas of Old Kampala, Nakasero and Kololo. These areas are the most upscale business and residential neighborhoods in the city. The division also incorporates low income neighborhoods including Kamwokya, Kisenyi and Kampala's Industrial area. The coordinates of the division are:0°19'00.0"N, 32°35'00.0"E (Latitude:0.316667; Longitude:32.583333)

Fig:9 Location of Kampala central division

Source: KCCA strategic plan 2014/2015-2018/2019

The research was conducted in Kampala central division in the streets of Ben Kiwanuka, Luwum street and Namirembe road. These are areas among others in the CBD where pedestrians experience difficulties and exposed to all kinds of problems in the city.

Fig:10 Image showing study area

Source: Google maps

3.4 DATA COLLECTION TECHNIQUES This is the process of gathering and measuring information on targeted variables in an established systematic fashion, which then enables one to answer relevant questions and evaluate outcomes. The goal for all data collection is to capture quality evidence that allows analysis to lead to the formulation of convincing and credible answers to the questions that have been posed. The data collection methods which was used include; 3.4.1 Secondary data collection This refers to data that was collected by researcher other than the user This will include research and reading of existing literature about street design, pedestrians and provision of street, information collected by government departments, organizational records Secondary data analysis can save time that would otherwise be spent collecting data and, particularly in the case of quantitative data, can provide larger and higher quality databases that would be unfeasible for any individual researcher to collect on their own.

3.4.2 Primary data collection methods This is information collected specifically for research project. This was conducted by administering of questionnaires to pedestrians using Kampala central division Streets. Direct observation of the pedestrian volumes, physical measurement of the street width, the existing street infrastructure and their condition, and photography for more visual illustration and administering questions to both pedestrians, Traffic police and technocrats. TARGET GROUPS TABLE GROUP KEY PERSONS NUMBER SAMPLE METHOD REASON General public  General 45 Simple Random This is the public sampling dominate group of people who are

affected and use streets for daily activities like trade shopping destination to work or homes Technical staff  KCCA 2 Simple Systematic They contain  Traffic sampling written officers 4 documents.  Transport 1 engineer  NPA 1

3.5 DATA ANALYSIS TECHNIQUES Under data analysis, this is where all facts, ideas and experiences as collected from m the field where synthesized to reach the impressions of Luwum, Ben Kiwanuka and Namirembe Streets. The analysis of the data collected was focused on the type of pedestrian and street infrastructure the type of pedestrian i.e. whether using the street as a route or as a destination was analyzed in conjunction with the existing street infrastructure, Persons with disability. The existing street infrastructure and amenities was analyzed and ranked on the basis various indicators such as comfort, aesthetics and safety

SUMMARY OF THE RESEARCH DESIGN

Research Research Literature Methods of data Method of data objective question review collection analysis 1.To investigate 1.What is the Street Observation, Photography, statistical the nature and nature and infrastructure documentation, (table chart and graphs) condition of condition of interviews, pedestrian street pedestrian street sketching infrastructure in infrastructure in Kampala central Kampala central divisions. division Streets?

2.To assess the . What are the Pedestrian needs Observation, Statistical (charts pedestrian needs pedestrian needs and perceptions interviews tables graphs) and perceptions and perceptions photography pedestrian space in Kampala in Kampala requirements, central division central division mapping Streets? streets.

3.To establish What are the Pedestrian Observation, Statistical (charts problems and pedestrian problems and questionnaires, tables graphs), challenges of problems and challenges interviews and photography pedestrians in challenges and in photography Kampala central Kampala central division Streets? division streets.

CHAPTER FOUR PRESENTATION OF FIELD FINDINGS

This chapter presents and discusses the findings which were presented, analyzed and interpreted following the stated objectives. It presents and discusses the findings on analysis of street infrastructure to meet the need of the pedestrians.

4.1 PEDESTRIAN ACTIVITIES Namirembe street

Pedestrian Frequency Percent activities work 4 26.7 shopping 8 53.3 leisure 2 13.3 other 1 6.7 Total 15 100.0 Table: 4.1 Pedestrian activities at Namirembe street

Source: primary data)

Fig: 4.1 Pedestrian activities at Namirembe street

(Source: primary data)

The table 4.1 and figure 4.1 above show Pedestrians activities in Namirembe road. Most of the respondents who visit the street go for shopping with highest percentage of 53.3% followed by 25 work 26.7%, leisure 13.3% and other 6.7%. The implies that the major pedestrian activity in this street is shopping. Therefore, there is a need to design street which allows walking for pedestrians to increase numbers of people who go and shop. Luwum street

Pedestrian Frequenc Percent Valid Cumulative Activities y Percent Percent work 2 13.3 13.3 13.3 shopping 8 53.3 53.3 66.7 leisure 2 13.3 13.3 80.0 other 3 20.0 20.0 100.0 Total 15 100.0 100.0 Table 4.1.2 Pedestrian Activities at Luwum Street

(Source: primary data)

Fig: 4.1.2 Pedestrian Activities at Luwum Street

(Source: primary data)

The table and figure above show Pedestrians activities in Luwum street that indicate that most people who visit the street go for shopping with highest percentage of 53.3% followed by others with 20%, leisure 13.3% and work 13.3%.

Ben Kiwanuka Street

Activities Frequency Percent work 7 46.7 shopping 7 46.7

leisure 1 6.7 Total 15 100.0

Table 4.1.3 pedestrian activities at Ben Kiwanuka Street

(Source: primary data)

Fig: 4.1.3 pedestrian activities at Ben Kiwanuka Street

(Source: primary data)

The table and figure above show Pedestrians activities in Ben Kiwanuka street which indicate that most people who visit the street go for shopping and work share 46.7%, followed leisure 6.7% and there were no others. The general conclusion on street activities indicate that, most people move to this street areas go for shopping as indicated by the percentages for instance, 46.7% in Ben Kiwanuka, 53.3% in Luwum and Namirembe, this is because of products, goods and services these streets offer for people for example clothing, shoes, books, phone repair utensils among other. Additionally, there are traders in these streets that sell their goods at relatively cheaper prices thus attracting a greater number of people in these streets. Therefore, streets should be designed in such a way that they encourage walking and more space to allow people to fill comfortable while carrying out shopping.

4.2 PEDESTRIANS USE THE STREETS

Namirembe road Time duration Frequency Percent

Daily 5 33.3 weekly 6 40.0 Monthly 1 6.7 Once in a while 3 20.0 Total 15 100.0 Table 4.2 Time duration at Namirembe road (source primary data)

Fig: 4.2 Time duration at Namirembe road

(Source: primary data)

The table and figure above show how often pedestrians visit the street. The statistics show the highest number of pedestrian who visit the street are those who go weekly taking the highest percentage of 40%, followed by daily users with 33.3%, those who visit once in the while take 20% and monthly with the least percentage of 6.7%. Those who visit weekly go for shopping, leisure and daily users, those use street as route to destination areas like work or residential areas among others.

Luwum street How often do you come to the street Time duration Frequency Percent Valid Cumulative Percent Percent Daily 4 26.7 26.7 26.7 weekly 5 33.3 33.3 60.0 Monthly 1 6.7 6.7 66.7 Yearly 3 20.0 20.0 86.7 Once in a 2 13.3 13.3 100.0 while Total 15 100.0 100.0

Table 4.2.1 Time duration at Luwum Street

(source primary data)

Fig: 4.2.1 Time duration at Luwum Street

(Source primary data)

The table and figure above show of how often pedestrians visit this street. The statistics show that, highest of pedestrian who are those who visit the street weekly taking the highest percentage of 33.3%, followed by daily users with 26.67%, those who visit yearly take 20%, whose who visit once in the while 13.33% and monthly with the least percentage of 6.67%.

Ben Kiwanuka street.

Time duration Frequency Percent Daily 7 46.7 weekly 3 20.0

Monthly 1 6.7

Yearly 2 13.3 Once in a while 2 13.3

Total 15 100.0

Table 4.2.3 Time duration at Ben Kiwanuka Street

(Source: primary data)

Fig.4.2.2 Time duration at Ben Kiwanuka Street

(Source: primary data)

The table and figure above show how often pedestrians visit this street. The statistics show that, highest of pedestrian who are those who visit the street daily taking the highest percentage of 46.7%, followed by weekly users with 20%, those who visit yearly take 13.3%, whose who visit once in the while 13.33% and monthly with the least percentage of 6.7% In conclusion, most people who visit Namirembe road and Luwum streets are those who go weekly taking the highest percentage of 40% and 33.3% respectively, while for Ben Kiwanuka, those who visit daily take highest number of 46.7%.The daily users are those who use streets as destination route to either work areas or residential areas, weekly, monthly, yearly and once in the are those who go for shopping, leisure, visiting among others.

4.3 CONDITION OF THE STREETS 4.3.1 Condition of the streets during day time

Namirembe road

Condition of the street during Frequency Percent day congested 9 60.0 Insecure 3 20.0 Traffic Jam 2 13.3 Others 1 6.7 Total 15 100.0 Table 4.3 Condition of the street during day at Namirembe road

(Source: primary data)

Fig: 4.3 Condition of the street during day at Namirembe road

(Source: primary data.)

The table and figure above show problems of using street during time. The highest number of Pedestrians say the is congested taking around 60% followed by those who say insecure taking up to 20%, traffic jam 13.3% and others 6.7%.

Luwum street

street condition during day time Condition Frequency Percent Valid Cumulative Percent Percent congested 3 20.0 20.0 20.0 Insecure 3 20.0 20.0 40.0 Traffic 4 26.7 26.7 66.7 Jam Others 5 33.3 33.3 100.0 Total 15 100.0 100.0 Table 4.3.1 Condition of the street during day at Luwum Street

(Source: primary data)

Fig: 4.3.1 Condition of the street during day at Luwum Street

(Source: primary data)

The table and figure above show problems of using street during day time. The highest number of people give different reasons with others taking the highest percentage of 33.3%, traffic jam with 26.7% and to congested and insecure shared at 20%. Others are those who gave different reasons like conflicts with motorists, bad weather, secure, safe and free good and convenient.

Ben Kiwanuka street

Street condition Frequency Percent during day time congested 9 60.0 Insecure 3 20.0 Traffic Jam 2 13.3 Others 1 6.7 Total 15 100.0 Table 4.3.2 Condition of the street during day at Ben kiwanuka Street

(Source primary data.)

Fig: 4.3.2 Condition of the street during day at Ben kiwanuka Street

(Source: primary data)

The table and figure above show problems of using street during time. The highest number of Pedestrians say the street is congested taking around 60% followed by those who say insecure taking up to 20%, traffic jam 13.3% and others 6.7%. In conclusion, Pedestrians who responded in Namirembe and Ben Kiwanuka say the major problem is congestions during day time with 60% while for Luwum street, pedestrians say others with highest percentage of 33.3% which implies other reasons like are those who gave different problems like conflicts with motorists, bad weather, and those who say the street is secure, safe and free good and convenient.

4.3.2 Street conditions at night Namirembe road

Street condition at night Frequency Percent

Less Traffic Jam 5 33.3 Insecurity 4 26.7 Less Congestion 4 26.7 Others 2 13.3 Total 15 100.0 Table 4.4 Street condition at night at Namirembe road

(Source primary data)

Fig: 4.4 Street condition at night at Namirembe road

(Source primary data)

The table and figure above show Street condition at night, pedestrians who say there is less traffic jam at take highest with 33.3%, insecurity and less congestion shared with 26.7% and others 13.3%.

Luwum street Street condition at night Street condition at night Frequency Percent Valid Cumulative Percent Percent Less Traffic Jam 3 20.0 20.0 20.0 Insecurity 2 13.3 13.3 33.3 Less Congestion 6 40.0 40.0 73.3 Others 4 26.7 26.7 100.0 Total 15 100.0 100.0 Table 4.4.1 Street condition at night at Luwum Street

(Source primary data)

Fig: 4.4.1 Street condition at night at Luwum Street

(Source primary data)

The table and figure above show Street condition at night, Pedestrians who say there is less congestion at night with the highest percentage of 40%, followed by others with 26.7%, less traffic at 20% and least insecurity with 13.33% Ben Kiwanuka street Street condition at night Street condition at night Frequency Percent Less Traffic Jam 3 20.0 Insecurity 5 33.3 Less Congestion 5 33.3 Others 2 13.3 Total 15 100.0 Table 4.4.2 Street condition at night at Ben kiwanuka Street

(Source: primary data)

Fig: 4.4.2 Street condition at night at Ben kiwanuka Street

(Source: primary data)

The table and figure above show Street condition at night, Pedestrians who say there is less congestion and insecurity take up to 33.3% as highest percentages followed by less traffic jam 20% and least others with 13.3%.

Therefore, Pedestrians who say there is less congestion at night 33.3% Ben in Kiwanuka and 40% in Luwum street with highest percentages respectively. This implies that, are less people and traffic flow at night which makes pedestrians to walk at ease especially from 9.pm till early morning. However, Namirembe road highest percentage are of pedestrians who say there is less traffic jam in the streets at night thus making it easier for pedestrians to cross from one side to another, limited or no conflicts with Motorists.

4.5 STREET CHARACTERISTICS 4.5.1 Safety and security

Namirembe road

Safety and security Frequency Percent Good 4 26.7 Average 5 33.3 Poor 4 26.7 Very Poor 2 13.3 Total 15 100.0 Table 4.5 Safety and security at Namirembe road

(Source: primary data)

Fig: 4.5 Safety and security at Namirembe road

(Source: primary data)

The figure and table above show rating of street in terms safety and security. Pedestrians who say the street is average with the highest percentage of 33.3%, good and poor shared 26.7% and very poor 13.3%.

Luwum street Safety and Security Safety and Frequency Percent Valid Percent Cumulative security Percent Good 6 40.0 40.0 40.0 Average 3 20.0 20.0 60.0 Poor 5 33.3 33.3 93.3

Very Poor 1 6.7 6.7 100.0

Total 15 100.0 100.0 Table 4.5.1 Safety and security at Luwum Street

(Source: primary data)

Fig:4.5.1 Safety and security at Luwum Street

(Source: primary data)

The figure and table above show rating of street in terms safety and security. Pedestrian who say the street is good in terms of safety and security took the highest percentage of 40%, poor shared 33%, average 20% and very poor 6.7%

Ben Kiwanuka street

Safety and Security Frequency Percent Good 4 26.7 Average 6 40.0 Poor 2 13.3 Very Poor 3 20.0 Total 15 100.0 Table 4.5.1.2 Safety and security at Ben kiwanuka Street

(Source: primary data)

Fig: 4.5.1.2 safety and security at Ben Kiwanuka Street

(Source: primary data)

The figure and table above show rating of street in terms safety and security. Pedestrians who the street is average in terms of safety and security with highest percentage of 40%, followed by good 26.67%, very poor 20% and the least 13.33% being poor.

Therefore, Pedestrians who say the street is average with the highest percentage of 33.3% in Namirembe and 40% in Ben Kiwanuka respectively. This is because there are people walking, on both sides of the streets, presence of the police, street lighting in some parts of the streets and least very poor with 13.3% and poor 13.33% respectively. This is because of pick pocketers, conmen, conflicts with motorist, poor lighting or dark spots at night. While in Luwum street, pedestrians say that the street is good in terms of safety and security with highest percentage of 40% because of less congestion, walks for pedestrians and least very poor with 6.7% because of conmen, conflicting with vehicles for parking.

4.5.2 Attractiveness Namirembe road

The table and figure below show the rating of the street in terms of attractiveness .60% of the pedestrians say the street is average with the highest percentage, followed by very good 20%, good 13.3% and least poor with 6.7%

Attractiveness Frequency Percent

Very Good 3 20.0 Good 2 13.3 Average 9 60.0 Poor 1 6.7 Total 15 100.0 Table 4.5.2 Attractiveness at Namirembe road

(source: primary data)

Fig: 4.5.2 Attractiveness at Namirembe road

(Source: primary data)

Luwum street

Attractiveness Attractiveness Frequency Percent Valid Cumulative Percent Percent Good 3 20.0 20.0 20.0 Average 7 46.7 46.7 66.7 Poor 2 13.3 13.3 80.0 Very Poor 3 20.0 20.0 100.0 Total 15 100.0 100.0 Table 4.5.2.1 Attractiveness at Luwum Street

(Source: primary data)

Fig: 4.5.2.1 Attractiveness at Luwum Street

(Source: primary data)

The table and figure above show the rating of the street in terms of attractiveness. Pedestrians who say the street is average in terms attractiveness with the highest percentage of 46.7%, good and very poor shared 20% and poor with the least of13.33%.

Ben Kiwanuka street

Attractiveness Frequency Percent Very Good 2 13.3 Good 3 20.0 Average 4 26.7

Poor 5 33.3 Very Poor 1 6.7 Total 15 100.0 Table 4.5.2.2 Attractiveness at Ben kiwanuka Street

(Source: primary data)

Fig:4.5.2.2 Attractiveness at Ben kiwanuka Street

(Source: primary data)

The table and figure above show the rating of the street in terms of attractiveness. Poor being the highest with 33.3%, followed by average with 26.67%, good 20% very good 13.33% and very poor with 6.67%.

Therefore, Namirembe street and Luwum street have the highest number of pedestrians who say that the street is average in terms of attractiveness with percentage of 60% and 46.7% respectively. This is sbecause of display of merchandise that attracts people to go and buy goods and least being poor with 6.7% and 13.33% respectively because it lacks greenery in the street. While Ben Kiwanuka street, pedestrians say the street is poor in in terms attractiveness with highest percentage of 33.3% because of old buildings, Lacks greenery, poor parking from delivery tracks.

4.5.3 Comfort

Namirembe road

Comfort Frequency Percent

Good 1 6.7

Average 4 26.7 Poor 9 60.0

Very Poor 1 6.7

Total 15 100.0 Table 4.5.3 Comfort at Namirembe road

(Source: primary data)

Fig: 4.5.3 Comfort at Namirembe road

(Source: primary data)

The table and figure above show the rating of the street in terms of comfort. the highest percentage of pedestrians say the street is poor with percentage of 60%, average 26.7 and least very poor and good shared 6.7%.

Luwum street Comfort comfort Frequency Percent Valid Percent Cumulative Percent Very Good 2 13.3 13.3 13.3 Good 4 26.7 26.7 40.0 Average 3 20.0 20.0 60.0 Poor 4 26.7 26.7 86.7 Very Poor 2 13.3 13.3 100.0

Total 15 100.0 100.0 Table 4.5.3.1 Comfort at Luwum Street

(Source: primary data)

Fig: 4.5.3.1 Comfort at Luwum Street

(Source: primary school)

The table and figure above show the rating of the street in terms of comfort. Pedestrians who say the street is good and poor shared same percentage of 26.7% as the highest percentage, followed by average with 20% and least very poor and very good shared 13.3% respectively.

Ben Kiwanuka street

Comfort Frequency Percent Very Good 1 6.7 Good 2 13.3 Average 6 40.0

Poor 4 26.7 Very Poor 2 13.3 Total 15 100.0 Table 4.5.3.2 Comfort at Ben kiwanuka Street

(Source: primary data)

Fig: 4.5.3.2 Comfort at Ben kiwanuka Street

(Source: primary data)

The table and figure above show the rating of the street in terms of comfort. the highest percentage is average with 40%, followed by poor with 26.7% very poor and good shared 13.3%, very good least 6.7%. Therefore, Namirembe and Ben Kiwanuka streets, pedestrians say the streets are average in terms of with 60% and 40% respectively. Existing walkways in some parts of the street while in Luwum street pedestrians who say poor and good shared the same percentage of 26.7% as a highest percentage.

4.5.4 Convenience

Namirembe road

Convenience Frequency Percent Good 3 20.0 Average 6 40.0 Poor 4 26.7 Very Poor 2 13.3 Total 15 100.0 Table 4.5.4 Convenience at Namirembe road

(Source: primary data)

Fig:4.5.4 Convenience at Namirembe road

(Source: primary data)

The figure and table above show street rating in terms of convenience, pedestrian who say the street is average in terms of convivence as the highest of 40%, followed by poor with 26.7% good 20% and very poor with the least taking 13.3%

Luwum street

How do you rate this street in terms of Convenience Frequency Percent Valid Percent Cumulative Percent Good 5 33.3 33.3 33.3 Average 6 40.0 40.0 73.3 Poor 3 20.0 20.0 93.3

Very Poor 1 6.7 6.7 100.0

Total 15 100.0 100.0 Table 4.5.4.1 Convenience at Luwum Street

(Source: primary data)

Fig: 4.5.4.1 Convenience at Luwum Street

(Source: primary data)

The figure and table above show street rating in terms of convenience, Pedestrians who say the street is average in terms of convenience is the highest percentage of 40%, followed by poor with 26.7% good 20% and very poor with the least taking 13.3%

Ben Kiwanuka street Convenience Frequency Percent Very Good 1 6.7 Good 5 33.3 Average 6 40.0

Poor 2 13.3 Very Poor 1 6.7 Total 15 100.0 Table 4.5.4.2 Convenience at Ben kiwanuka Street

(Source: primary data)

Fig: 4.5.4.2 Convenience at Ben kiwanuka Street

(Source: primary data)

The figure and table above show street rating in terms of convenience, average taking 40%, followed by good with 33.3%, poor 13.3% and very poor and very good with the least taking 6.7%. 4.6 STREET INFRASTRUCTURE CONDITIONS Namirembe street

Street infrastructures Frequency Percent

Poor 6 40.0 Good 6 40.0

Excellent 1 6.7

Not sure 2 13.3 Total 15 100.0 Table 4.6 Street infrastructures at Namirembe road

(Source: primary data)

Fig:4.6 Street infrastructures at Namirembe road

(Source: primary data)

The figure and the table above show Street infrastructure condition. Pedestrian who say poor and good shared 40% as the highest percentage, not sure 13.3% and excellent 6.7%. The major street

48 infrastructure being investigated are basically, walkways, street light and street crossing that exist in the street. Luwum street

How would you rate the street infrastructure Frequency Percent Valid Percent Cumulative Percent Poor 4 26.7 26.7 26.7 Good 10 66.7 66.7 93.3

Excellent 1 6.7 6.7 100.0

Total 15 100.0 100.0 Table 4.6.1 Street infrastructures at Luwum Street

(Source: primary data)

Fig: 4.6.1 Street infrastructures at Luwum Street

(Source: primary data)

The figure and the table above show Street infrastructure condition. Pedestrians who say good with highest percentage of 66%, poor 26.7% and excellent 6.7%. The major street infrastructure being investigated are basically, walkways, street light and street crossing that exist in the street.

Ben Kiwanuka

Street infrastructure Frequency Percent Poor 5 33.3 Good 9 60.0

Excellent 1 6.7 Total 15 100.0 Table 4.6.2 Street infrastructures at Ben kiwanuka Street

(Source: primary data)

Fig:4.6.2 Street infrastructures at Ben kiwanuka Street

(Source: primary data)

The figure and the table above show Street infrastructure that exist in their condition. Good 60%, poor 33.37% and excellent 6.7%. The major street infrastructure being investigated are basically, walkways, street light and street crossing that exist in the street. 4.7 walkways condition

Namirembe road Condition of walk ways Frequency Percent

Paved 4 26.7 Unpaved 5 33.3

Not Fully paved 6 40.0

Total 15 100.0 Table 4.7 Condition of walk ways at Namirembe road

(Source: primary data)

Fig: 4.7 Condition of walk ways at Namirembe road

(Source: primary data)

The figure and table above show Condition of walkways, not fully paved takes the highest with 40%, followed by unpaved with 33.3% and paved 26.7%. Therefore, most walkways in the street are paved in some parts of the street while other parts are not paved thus hindering its usage by persons with disability. Luwum street Walkways conditions Walkways conditions Frequency Percent Valid Percent Cumulative Percent Paved 5 33.3 33.3 33.3 Unpaved 1 6.7 6.7 40.0 Not Fully 7 46.7 46.7 86.7 paveds Not Sure 2 13.3 13.3 100.0 Total 15 100.0 100.0 Table 4.7.1 Condition of walk ways at Luwum street

(Source: primary data)

Fig:4.7.1 Condition of walk ways at Luwum street

(Source: primary data)

The figure and table above show Condition of walkways, Pedestrians who say not fully paved with the highest of 46.67%, followed paved with 33.3%, not sure 13.3% and least unpaved with 6.7%. The above statistics indicate that the most parts of the street is not fully paved and poor conditions or they are worn out and it requires improvement.

Ben Kiwanuka street

Walkways conditions Frequency Percent

Paved 6 40.0

Not Fully paved 8 53.3

Not Sure 1 6.7 Total 15 100.0

Table 4.7.2 Condition of walk ways at Ben kiwanuka street

(Source: primary data)

Fig: 4.7.2 Condition of walk ways at Ben Kiwanuka Street

(Source: primary data)

The figure and table above show Condition of walkways, not fully paved takes the highest of 53.3%, followed paved with 40%, not sure 6.7%.

In conclusion, basing on the statistics above Namirembe road, Luwum street and Ben Kiwanuka have walkways that are not fully in both sides of the streets. It implies that walkways do exist but not fully paved, poor condition.

4.8 STREET LIGHT CONDITION

Namirembe road

Street light condition Frequency Percent

working 2 13.3 Not Work 11 73.3

Not Sure 2 13.3 Total 15 100.0

Table 4.8 Street light condition at Namirembe road

(Source: primary data)

Fig: 4.8 Street light condition at Namirembe road

(Source: primary data)

The figure and table above show Street light conditions, 73.3% of pedestrians say that street lights don’t function, working and not sure share 13.3%. Luwum street

Street lights Frequency Percent Valid Percent Cumulative Percent Working 6 40.0 40.0 40.0

Not Work 6 40.0 40.0 80.0

Not Sure 3 20.0 20.0 100.0 Total 15 100.0 100.0 Table 4.8.1 Street light condition at Luwum street

(Source: primary data)

Fig: 4.8.1 Street light condition at Luwum street

(Source: primary data)

The figure and table above illustrate Street light conditions, 40% of pedestrians say that street lights don’t work and work, not sure shared 20%.

Ben Kiwanuka

Street lights Frequency Percent conditions working 7 46.7

Not Work 2 13.3

Not Sure 6 40.0 Total 15 100.0 Table 4.8.2 Street light condition at Ben kiwanuka street

(Source: primary data)

Fig:4.8.2 Street light condition at Ben kiwanuka street

(Source: primary data)

The figure and table above illustrate Street light conditions, 46.7% of pedestrians say that street lights don’t work, 13% say street lights work and not sure shared 40%.

Therefore, basing on the above statistics highest number of pedestrians who responded say, street lights don’t work 73.3% in Namirembe road, 40% in Luwum and 46.7% in Ben Kiwanuka streets. This implies that there is street lighting problem in Namirembe road with 73.3% as compared to another street with 40% and 46.7 in Luwum and Ben Kiwanuka respectively.

4.9 STREET CROSSING CONDITIONS Namirembe road

Street crossing Frequenc Percent Valid Cumulative condition y Percent Percent Poor 8 53.3 53.3 53.3 Good 3 20.0 20.0 73.3 Excellen 4 26.7 26.7 100.0 t Total 15 100.0 100.0 Table 4.9 Street crossing condition at Namirembe road

(Source: primary data)

Fig: 4.9 Street crossing condition at Namirembe road

(Source: primary data)

The table and figure above illustrate the condition and of street crossing.53.3% of pedestrians say that there is poor crossing which is the highest percentage, followed by excellent with 26.7% and least 20% say good. Street crossing being investigated is Zebra crossing curb ramps.

Luwum street

Street crossing Frequency Percent Valid Cumulative condition Percent Percent Poor 8 53.3 53.3 53.3 Good 3 20.0 20.0 73.3

Excellent 4 26.7 26.7 100.0 Total 15 100.0 100.0

Table 4.9.1 Street crossing condition at Luwum street

(Source: primary data)

Fig:4.9.1 Street crossing condition at Luwum street

(Source: primary data)

The table and figure above illustrate the condition and of street crossing.53.3% of pedestrians say there is poor crossing which is the highest percentage, followed by excellent with 26.7% and least 20% say good Ben Kiwanuka street

Street crossing Frequency Percent condition Poor 10 66.7 Good 5 33.3 Total 15 100.0 Table 4.9.2 Street crossing condition at Ben kiwanuka street

(Source:primary data)

Fig:4.9.2 Street crossing condition at Ben kiwanuka street

(Source: primary data)

The table and figure above illustrate the condition and of street crossing.66.7% say that there is poor crossing which is the highest percentage and 33.3% say good and there was no excellent. Therefore, the highest percentage in all streets is poor in terms of street crossing. 66.7% in Ben Kiwanuka, 53.3% in Luwum and 53.3% in Namirembe road. This is because of lack of crossing infrastructure like curb ramps, pedestrian bridge and Zebra crossing

4.10 EXISTING SITUATION IN BEN KIWANUKA STREET, NAMIREMBE ROAD AND LUWUM STREET s

4.11 PROBLEMS FACED BY THE PEDESTRIANS Inadequate walking facilities The available walking facilities designed for pedestrians are not enough to cater ever growing population of Kampala. This forces pedestrian in the motorized drive way. In addition, there much conflict with motorists who encroach on pedestrian walkways.

Similarly, these walking facilities do not favor persons with disabilities.

Fig:4.11.1 Pedestrian using motorize drive way Ben Fig4.11.2: Walkways that don’t favor persons Kiwanuka street with disability Ben Kiwanuka street

Source: Author 2018 Source: Author 2018

Additionally, walkways are not fully paved in some parts of the street, some are not in good condition thus limiting its use by persons with disability.

Fig: 4.11.3Luwum walkways Fig:4.11.4 Namirembe walkways Fig:4.11.5 Namirembe walkway Source: Author 2018 Source: Author 2018 Source: Author 2018

Obstruction from hawkers and advertising boards. 61

This affects the movement of people and forces them to use the drive way. This limits permeability

Fig:4.11.6 Street obstruction Fig:4.11.7 Street obstruction Ben Fig:4.11.8 street obstruction luwum street kiwanuka street Namirembe road

Source: Author 2018 Source: Author 2018 Source: Author 2018

Traffic jam Heavy traffic jam from Vehicles cause much congestion which limits the speed and movement of pedestrians, obstruction thus hindering permeability.

Fig:4.11.9 Traffic jam in Namirembe road

Source: Author 2018

Bad weather Streets don’t have tress that would serve as resting points for pedestrians from bad weather like too much sunshine from the streets.

Insecurity and safety

This is as a result of dark spots at night in parts of the streets because in some parts the streets, streetlights exist but not function, some areas don’t have completely. Therefore, those that exist are not adequate enough to meet the needs of the pedestrians. Additionally, there is increase in theft because of congestion for instance pickpocketing, phone and bag crabbing and conmen. Safety issues raises as result of fast moving traffic without designated pedestrian cross ways and conflicts with motorists.

CHAPTER FIVE RECOMMENDATIONS AND CONCLUSION

5.1 RECOMMENDATIONS Redesigning of the Street. The street will be redesigned to add more infrastructure and transform Kampala Central Street to a complete street achieving the following objectives; Safety, access and Mobility, Context, Livability, Sustainability, Visual Excellence, Cost–Effectiveness: Non-motorized transport. Bicycle facilities To install bicycle facilities i.e. bicycle lanes and signs to help in integration with the motorized vehicles. Bicycle lanes along streets are typically recommended to be accommodated either on the roadway or as a shared use pathway with pedestrians. In these instances, the pavement treatments would be determined by the existing road infrastructure. In an attempt to enhance the visibility of cyclists, colored or tinted bicycle lanes or road shoulders should be installed by means of tinted asphalt. This is generally an expensive exercise and requires heavy plant machinery to mill, lay and compact the asphalt it also can be achieved by means of the spray painting equipment similar to that used during conventional road marking. Additionally, KCCA has got plans of turning Luwum and Namirembe road into pedestrian streets. However, there a been delay in the implementation. Therefore, I would recommend the Authority (KCCA) to start with implementation as soon as possible. Persons with disabilities aids. To install kerb ramps which enables wheelchair users, people pushing prams, pushchairs or trolleys, people with wheeled items, and many other people with mobility impairments to cross comfortably. It should be provided for at all intersections and crossings. Provide tactile paving to guide people with sight impairments toward kerb ramps. The ramps should be positioned in line with crossings and walkways, along the most direct path of travel. Security To install white-light such as metal-halide, fluorescent and LED sources for walkways, to compliment the orange lights provided for the wide carriage ways. This will provide enough illumination for safety and way-finding purposes for pedestrians, cyclists and motor vehicles. The color of light is an important consideration. Sufficient lighting increases security and reduces opportunity for crime. The perception of safety is significantly affected by lighting. Street furniture To put benches in the streets of Kampala central division. Seating needs shade and should not be located in large exposed areas of pavement or adjacent to walls that trap and radiate heat or reflect large amounts of glare, thus this is a good spot for people watching and take advantage of interesting views. Seating is essential to make walkways pedestrian-friendly where pedestrian

64 activity occurs. Placement strategies can be developed to address contrasting physical conditions such as sunlight/shade. Street crossing To install street crossing facilities like Zebra crossing, pedestrian’s bridges, curb ramps to enable pedestrians to cross from one street to another. This enhances pedestrian safety in the street and provides the pedestrians with a choice when and where to cross from. Street crossing should be put at all junctions, and areas where there are commercialized activities. Planting tress To plant trees in the streets. This will provide beauty, making streets more attractive, Trees will also act as resting points for pedestrians from bad weather like too much sunshine. Tress and green belts also act as buffer zones that protect pedestrians from Vehicles. Widening walkways Streets in Kampala central division should be widened to give more room for people to walk, it should be able to accommodate all possible users including the persons with disability and children. This will attract more people to walk since there will be more space for people to walk. This will in turn increase more sales from the trades, increase in health of people as result of walking.

5.2 CONCLUSION Street infrastructure need to be adequate for the effective use of urban space in the CBD for the wide variety of users i.e. pedestrians, motorists and work and business owners. Well-designed streets for different uses may encourage international companies to set shop in the CBD which will improve the economy by creating more employment opportunities. Secure streets will encourage a 24-hour economy, clean and well-maintained streets will encourage people who work in the CBD to carry packed lunch and take it at the provided benches without any hiccups. Kampala central division streets need to be universal in terms of use thus infrastructure for the people with disabilities should be installed to enable them to use the street with minimal or no assistance. Kampala city move to non-motorized means of transport where pilot survey has been conducted by KCCA and with plans of making Namirembe and Luwum street pedestrian streets should commence now in order to solve the mess in Kampala central division.

REFERENCES Moughtin, c. (1999) “urban Design.: Street and squares” 2nd Edition, Architecture press. Oxford

Shaftoe, H. (2008) Convivial Urban Spaces, London, Earthscan Janet M. Barlow (September 19, 2014) COMS Accessible Design for the Blind Appleyard, D. (1981) Livable Streets (Berkeley, CA: University of California Press) Mass in Motion, August 2015 an initiative of the MA Department of Public Health, Walk Boston Ministry of works and transport Republic of Uganda, The high way code (2009) The traffic and road safety act, 1998. KCCA 2014/2015-2018/2019 strategic plan Improving Pedestrian Safety at Unsignalized Crossings (2006). Washington, DC: The National Academies Press. doi: 10.17226/13962.

Southworth, M. & Ben-Joseph, E. (1996) Streets and the shaping of towns and cities (New York: McGraw-Hill)

Robinson, J. (2006) Ordinary cities: between modernity and development, London: Routledge

CAI-Asia Factsheet No. 18 January 2011 Walkability Survey Tool

Ministry of Works and Transport (October 2012) DRAFT NON MOTORISED TRANSPORT POLICY http://www.co.washington.or.us/LUT/Divisions/LongRangePlanning/Publications/upload/P ed_NeedsAnalysis.pdf. http://www.walkscore.com/

http: //www.OneStreet.org

Appendices

MAKERERE UNIVERSITY

COLLEGE OF ENGINEERING, DESIGN, ART & TECHNOLOGY

SCHOOL OF BUILT ENVIRONMENT

DEPARTMENT OF ARCHITECTURE & PHYSICAL PLANNING

I am OMODING SETH fourth year student of Makerere university pursuing a bachelor of urban and regional planning, carrying out research on ANALYSIS OF THE STREETS OF KAMPALA CITY TO MEET THE NEEDS OF PEDESTRAINS (CASE STUDY OF CENTRAL DIVISION). For the partial fulfilment for the award of Bachelor of Urban and Regional Planning Degree of Makerere University.

The information obtained is purely confidential and will be used for academic purposes only.

PEDESTRIAN SURVEY QUESTIONAIRE ON STREETS OF KAMPALA CENTRAL DIVISION.

Name of the street/road

…………………………………………………………………………………………………………..

Section I. (General)

1.Gender (a). Male (b). Female

2.What is your reason for coming to this street area? [ a] Work [c] Leisure [ b] Shopping. [d] Other (Specify) ……………… 3.How often do you come to this Street? [a] Daily [ b] Weekly [ c] Monthly [d] Yearly [d] Once in a while

4.How do you travel to this street? [a] Public Transport [c] Walk [b] Private Transport [d] other (specify) ………………………… 5.What time of the day do you use this street? ……………………………………………………………………………………………………… 6.How do you find using this street during day time? …………………………………………………………………………………………………. 7.Have you ever used this street at night? ……………………………………………………………………………………………………… . 8.If yes, what time of the night? ……………………………………………………………………………………………………… 9. What changes do you observe at night while walking? ……………………………………………………………………………………………………… ……………………………………………………………………………………………………..

10.Which street in the CBD do you use most often? ...... b. Give reasons for above ……………………………………………………………………………………………………… ……………………………………………………………………………………………………… Section II. (Street characteristics) 11. How do you rate this street in terms of?

Very good Good Average Poor Very poor Safety and Security

Attractiveness

Comfort

Maintenance

Convenience

Quality of construction

(b) Give reasons for above rankings: i. Safety and Security …………………………………………………………………………………………………… ii. Attractiveness …………………………………………………………………………………………………….. iii. Comfort ……………………………………………………………………………………………………. iv. Maintenance ……………………………………………………………………………………………………… v. Convenience ……………………………………………………………………………………………………… vi. Quality of Construction ……………………………………………………………………………………………………… …………………………………………….

12.How would you rate the street infrastructure in the Street? [ a] Poor [ b] Good [c] excellent [d] I don’t know Section III. (Street infrastructure) 13.Describe street infrastructure in terms of:

Side walks Street lights Street crossing 1.Do they exist? Do they exist Do they exist? a. Yes a. Yes a. Yes b.NO. b. No b. No 2. If yes, what is their If yes, what is the condition? If yes, what is their nature? [a]Working condition [a]. Paved [b]Not working [a]Poor [b]. Un paved [c]I don’t know [b]Good [c]. not fully paved [c]Excellent [d]. I don’t know [d]I don’t know 3. How wide are they? …………………..

Others specify……………………………………………………………………………………………… b. In your view, is the street infrastructure adequate to meet the needs the pedestrian? ……………………………………………………………………………………………………… c. Give reasons for the above ……………………………………………………………………………………………………… ……………………………………………………………………………………………………… Section IV. (Persons with disabilities) 14.In your view, is the street friendly to persons with disabilities? [a] Yes. (Give a reason) ……………………………………………………………………………………………………… …………………………………………………………………………………………………… [b] No. (Give a reason)

……………………………………………………………………………………………………… …………………………………………………………………………………………………….. [c] I don’t know

15.How often do people with disabilities use this street? [a] Very often [b] Often [c] Rarely [d] Very Rarely [e] I don’t know 16.Which measures should be put in place to improve the quality of streets to meet the needs for persons with disabilities? ……………………………………………………………………………………………………… …………………………………………………………………………………………………… …………………………………………………………………………………………… Section V. (Pedestrian needs, problems, challenges, perceptions and recommendations) 17.In your view, which infrastructure does the street need to enhance its use by the pedestrians? ……………………………………………………………………………………………………… ……………………………………………………………………………………………………… ……………………………………………………………………………………….. 18.What problems and challenges do you face in the Street? ...... 19.Which parts of the street are these challenges mostly experienced? ……………………………………………………………………………………………………… ……………………………………………………………………………………………………... 20.In your view what should be done to make Street more pedestrian friendly? ...... 22.And who should be responsible for the implementation of the above and maintenance of the pedestrian areas of Street? ......

MAKERERE UNIVERSITYs

COLLEGE OF ENGINEERING, DESIGN, ART & TECHNOLOGY

SCHOOL OF BUILT ENVIRONMENT

DEPARTMENT OF ARCHITECTURE & PHYSICAL PLANNING

RESEARCH TOPIC: ANALYSIS OF THE STREETS OF KAMPALA CITY TO MEET THE NEEDS OF PEDESTRAINS (CASE STUDY OF CENTRAL DIVISION).

The information obtained is purely confidential and will be used for academic purposes only.

SURVEY QUESTIONAIRE FOR PLANNING AUTHORITY ON STREETS OF KAMPALA CENTRAL DIVISION. (KYAGWE, BEN KIWANUKA LUWMU AND NAMIREMBE STREETS)

Name of the Organization…………………………………………………………………

Department…………………………………………………………………………………..

1. Gender (a). Male (b). Female

2.How can you describe the nature and condition of streets of Kampala central division?

………………………………………………………………………………………………………

3.Which street infrastructure exist in the Kampala streets?

………………………………………………………………………………………………………..

4.What are the characteristics of street infrastructure in Kampala central division?

……………………………………………………………………………………………………………… ………………………………………………………………………………………………………………

5.In your view, is the street infrastructure adequate to meet the needs the pedestrians? ……………………………………………………………………………………………………… b. Give reasons for the above ……………………………………………………………………………………………………… ……………………………………………………………………………………………... 6.In your view, are the streets friendly to persons with disabilities? …………………………………………………………………………………………………… 7.What problems do persons with disabilities face in the streets? ……………………………………………………………………………………………………… …………………………………………………………………………………………………….. 8.Which measures should be put in place to improve the quality of streets to meet the needs for persons with disabilities? ……………………………………………………………………………………………………… …………………………………………………………………………………………………… 9.In your view, which infrastructure does the street require to enhance its use by the pedestrians? ……………………………………………………………………………………………………… ……………………………………………………………………………………………

10.What problems and challenges do pedestrians face in the streets? ……………………………………………………………………………………………………… ……………………………………………………………………………………………………… 11.what should be done to make Street more pedestrian friendly? ……………………………………………………………………………………………………… …………………………………………………………………………………………………….. 13.What is the plan for the existing vendors who have persisted to operate on the streets.

………………………………………………………………………………………………… ……………………………………………………………………………………………….

14.What is the role of KCCA in providing safety to pedestrians in the streets?

………………………………………………………………………………………………… ……………………………………………………………………………………………… ……………………………………………………………………………………..

15.What plan does the Authority have to provide safer facilities for the pedestrians?

………………………………………………………………………………………………… ……………………………………………………………………………………………

16.How will these plans be implemented and who is responsible for the implementation?

………………………………………………………………………………………………… ………………………………………………………………………………………………...

17.What are the existing measures and control against street publicity and advertisement on the pedestrian walk ways.

………………………………………………………………………………………………… ………………………………………………………………………………………………

18.In your view, does the Authority have plans of adopting non-motorized transport?

…………………………………………………………………………………………………

19.If yes, which parts in the city will this be implemented?

…………………………………………………………………………………………………

Thank you

MAKERERE UNIVERSITYs

COLLEGE OF ENGINEERING, DESIGN, ART & TECHNOLOGY

SCHOOL OF BUILT ENVIRONMENT

DEPARTMENT OF ARCHITECTURE & PHYSICAL PLANNING

RESEARCH TOPIC: ANALYSIS OF THE STREETS OF KAMPALA CITY TO MEET THE NEEDS OF PEDESTRAINS (CASE STUDY OF CENTRAL DIVISION).

The information obtained is purely confidential and will be used for academic purposes only.

SURVEY QUESTIONAIRE FOR TRAFFIC POLICE ON STREETS OF KAMPALA CENTRAL DIVISION. (KYAGWE, BEN KIWANUKA LUWMU AND NAMIREMBE STREETS)

1. Gender (a). Male (b). Female

2.How can you describe the nature of streets of Kampala central division?

………………………………………………………………………………………………………

3.Which street infrastructure exist in the Kampala streets and what is their condition?

………………………………………………………………………………………………………..

4.What are the characteristics of street infrastructure in Kampala central division?

5.How do you rate this street in terms of?

Quality of the street Very good Good Average Poor Very poor Safety and Security

Attractiveness

Comfort

Maintenance

Convenience

Quality of construction

……………………………………………………………………………………………………. iv. Maintenance ……………………………………………………………………………………………………… v. Convenience ……………………………………………………………………………………………………… vi. Quality of Construction ……………………………………………………………………………………………………… …………………………………………….

6.How would you rate the street infrastructure in the Street? [ a] Poor [ b] Good [c] excellent [d] I don’t know

7.Describe street infrastructure in terms of:

Walkways Street lights Street crossing Do they exist? Do they exist Do they exist? 1.Yes 1.Yes 1.Yes 2.NO. 2.No 2.No If yes, what is their If yes, what is the If yes, what is their nature? condition? condition [a]. Paved [a]Working [a]Poor [b]. Un paved [b]Not working [b]Good [c]. not fully paved [c]I don’t know [c]Excellent [d]. I don’t know [d]I don’t know

Others specify……………………………………………………………………………………………… 8, In your view, is the street infrastructure adequate to meet the needs the pedestrian? ……………………………………………………………………………………………………… b. Give reasons for the above ……………………………………………………………………………………………………

9.In your view, is the street friendly to persons with disabilities? [a] Yes. (Give a reason) ……………………………………………………………………………………………………… …………………………………………………………………………………………………… [b] No. (Give a reason) ……………………………………………………………………………………………………… …………………………………………………………………………………………………….. [c] I don’t know

10.How often do people with disabilities use this street? [a] Very often [b] Often [c] Rarely [d] Very Rarely [e] I don’t know

11.Which measures should be put in place to improve the quality of streets to meet the needs for persons with disabilities? ……………………………………………………………………………………………………… …………………………………………………………………………………………………… …………………………………………………………………………………………… 12.In your view, which infrastructure does the street require to enhance its use by the pedestrians? ……………………………………………………………………………………………………… ……………………………………………………………………………………………………… ……………………………………………………………………………………….. 13.What problems and challenges do pedestrian face in the Street? ...... 14.In your view what should be done to make Street more pedestrian friendly? ...... 15.What is the plan for the existing vendors who have persisted to operate on the streets.

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16.What is the role of Traffic police in providing safety for pedestrians on the streets

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17.What plans do the traffic police have in order to provide safer facilities for the pedestrians?

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18.What measures do the police have in order to reduce road conflicts between pedestrians and motorized transport?

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19.And who should be responsible for the implementation of the above and maintenance of the pedestrian areas of Street? ...... 20.What is your say in adapting non-motorized transport in Kampala? ……………………………………………………………………………………………………… ………………………………………………………………………………………………………

Thank you