الفهرس 
INTRODUCTIONOnly 14 pages are availabe for public view
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Abstract
Alexandria Governorate consists of 10 administrative districts. Starting from the east
El-Montaza First, El-Montaza second, East, Wasat, El-Gomrok, West, El-Agamy, El-Amria
First, El-Amria second, and Borg El-Arab district. Only two districts were selected in this
study, Wasat and Elgomrok district.
Wasat district borders are East District at the east, the Mediterranean sea at the north,
El-Gomrok district at the west, and El-Amria First in the south. Wasat district consists of
three Police departments. They are Bab Sharki, Moharan Bay, and El-Attarien. EL-Attarin
Police department was selected to study from Wasat (Middle) district. El-attarin Police
department includes 8 shiakha and 167 streets, 38 main streets, and 138 sub streets.
El-Gomrok district is one of the oldest districts in Alexandria. It includes the Eastern
port, the Qaitbay Castle, the Abu Al Abbas Mosque, the Ras Al Teen Palace, the Fish Circle
in Anfushi, and the Alexandria Port. Its borders are Wasat District at the east, the
Mediterranean sea at the north, West district at the west, and El- Bhaira governorate at the
south. El-Gomrok district consists of 4 Police departments, El-gomrok, El-manshia, element,
and el-lban. El-manshia Police department was selected to study. It includes 25 main streets
and 78 sub streets.
External Environment is the open space outside and within the vertical block, and it is
in two forms: the first of them are the public parks, PLA, squares, and yards, and the second
form channels such as roads, urban streets, allays, terrace, and sidewalks. The main purpose
of urban streets and sidewalks is to serve as thoroughfares for carrying people and goods
from one place to another safely and reliably with a minimum delay within PHF. Urban
streets and sidewalks not only contribute to improving the quality of life for many people but
also enhancing economic growth and innovation of the region and increase the physical
fitness and health of people. Street sidewalks are constructed by C E department to be used
by pedestrians. The design of sidewalks and the inclusion of amenities should have the goal
of providing convenience and suppressing nuisance to citizens.
Due to the uncontrolled activities, an assessment of the condition of the streets has
become necessary. Previous studies gave priority to road traffic accidents, noise, and air
pollution. But in this study focused on the condition of pedestrian sidewalks in terms of their
quality and the problems facing the pedestrians while they walk, and the implications for the
existence of those problems, as well as knowing how satisfied the pedestrians are with the
condition of the streets in general and the sidewalks in particular.
This study aimed to assess Public health risk factors in the Streets of two Districts in
the Alexandria Governorate According to Environmental Engineering Criteria. Through
determining the rate of presence of the factors which may cause public health problems or
inconvenience to a pedestrian in some streets of Alexandria governorate, classifying these
factors in terms of their types and the public health problems or inconvenience which they
Summary, Conclusions and Recommendations
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may cause and investigate the pedestrian satisfaction toward the status of streets and
sidewalks.
The assessment study was done through one year of data collection and analysis in wasat
and El-Gomrok Districts. A multi-stage sampling technique was used to select two districts
out of the ten administrative districts of Alexandria Governorate. A digital map was used to
obtain the total numbers and names of the streets in the two selected districts. A simple
random sampling technique was used to select street samples. Ten streets were selected
randomly from the streets of each district or each selected police department to determine the
rate of the presence of the factors which may cause public health problems or inconvenience
to a pedestrian in some streets and to classify them in terms of their types. Forty pedestrians
at each of the selected streets were selected randomly to be interviewed to investigate the
pedestrian satisfaction toward the status of the streets.
Data on the street status was collected using predesigned observational sheets based on
national standards to enumerate the factors which may cause public health problems for a
pedestrian in the selected streets. Data regarding location, grade, and activities were district,
neighborhood, name of the street, a grade of the street, main human activities in the street.
Existing components in the street Number of building in the street, Number of shops in the
street. Width of the central traffic island, Presence of BZ, Roadway crossing cutting off,
Central traffic island, Traffic lanes, Lighting columns, trees, Bikeway, Traffic lights,
Ramps at an intersection, Pedestrian zone, FZ, Tree surroundings, Fixed Violation,
Frontstage zone, Ramps at an intersection, Protrusion, Pitfalls, Drilling, Open holes, Water
Valves, Electricity rooms, Household power cables, Public telephone cabins, Advertising
Colum, Guidance Colum, Pedestrian zone, solid waste accumulation, Temporary Violation.
Pedestrian data was collected using a predesigned interviewing data collection
questionnaire. Data on the street where the interview took place, district name, Police
department, street name, and grade, and street activity. Data about the person interviewed
was named, age, gender, educational level, occupation, and living place. Data about
pedestrian injuries was, Been injured before, the reason, the way, and injury type. Data on
pedestrian satisfaction toward the status of the street were measured based on a table consist
of 5 columns from left to right (0) no applicable, (1) very satisfied, (2) satisfied, (3)
Indifferent, (4) Unsatisfied, (5) Not very satisfied. The pedestrian satisfaction scales for the
condition of the streets included 18 questions were Width of the street, a width of a sidewalk,
Height of sidewalk, width of a central traffic island, Height of center traffic island Street,
pavement Sidewalk, pavement Street cleaning, Violation Pedestrian crossing places,
Handicap service, Waste boxes, Space between pedestrian and cars, Density of pedestrian on
sidewalks, Behavior of bus driver, Behavior of trucks driver, Behavior of Taxi driver,
Behavior of cars driver.
The collected data indicated that there many public health risk factors in the streets and
that may cause the reasons for the pedestrian injury. The public health risk factors were
classified into three categories; construction, maintenance, and violation factors. The
construction factors included the width of sidewalks, height of sidewalks, tree surrounding,
fire hydrant, electricity cable cabins, advertising column, and guidance column. The
maintenance factors included the remaining bases of the old telephone cabins, drilling on the
sidewalks, holes without lids, holes with bunchy cover, pitfalls, open holes, and protrusion.
The violation factor included shop and car violations on the sidewalk.
The total number of public risk factors and public inconvenience factors in the studied
streets was 806 was a violation factor and maintenance factor and construction factor with a
percentage of 65.5%, 25.5%, and 8.9% respectively. The effects of the presence of such
public health risk factors in the studied streets on the pedestrians have investigated the
Presence of these factors or some of them in the streets may lead to health problems for a
pedestrian. These problems may result in due to bog down, fall, and/or crash. This may cause
injuries, such as open wounds, head injuries, fractures, abrasions, contusions, amputation,
dislocation, and internal hemorrhage to pedestrians.
Results of the chi-square test illustrate that there is a highly significant association
between an environmental factor in the selected streets and an increased incidence of injures.
Since the p-value of chi-square test ˂ 0.05.
The total number of pedestrians interviewed was 800, 358 of them exposed to accident,
their level of education Was 73.5% of victims had finished university education, followed by
secondary or diploma education in 17.8%, followed by post-graduate, illiterate Read and
write with percentage 2.23%. Primary education the least percentage (0.56%). In term of
injury type, (66.5%) of injuries sustained in victims were Contusions followed by Abrasion
(11.14%), fractures (8.6%), Dislocation (7.8%), Head injury (5%), and Internal Hemorrhage
(0.83%). Contusion constituted the largest percentage of all injuries.
The result of the chi-square test investigated that there is no statistically significant
association between both ages, gender, occupation, and education level (human factors) with
the number of times that pedestrians were injured since chi-square had a p-value ( 0.172,
0.441, 0.735 and 0.05) respectively. Because of the results of p-value ˂ 0.05.
The pedestrian satisfaction toward sidewalk facilities, a width of a sidewalk, Height of
sidewalk, sidewalk pavement, violation, pedestrian crossing places, Handicap facilities,
waste boxes, space between pedestrian and cars, and density of pedestrian on the sidewalk
was not highly satisfied with percentage, 22%, 20.8%.27.5%, 36.8%, 36.1%, 50.25%, 45.5%,
40.75%, 32.5%.
5.2. Conclusions
Based on the findings of the study, the following can be concluded:
This study was undertaken on two of the ten administrative districts of Alexandria
governorate and 10 streets from each district.
The typology of studied streets was very small streets, allays and middle streets with a
percentage of 40%, 35%, and 25% respectively.
The most common of human activities in the selected streets were residential and commercial
activity respectively.
The total number of sidewalks in this study was 40 sidewalks, 20 sidewalks per district.
The results showed that the width of the sidewalk in the same street was not equal.
The width of sidewalks in Wasat and El-gomrok districts were comply with EEC with a
percentage of 20%, 10% respectively.
The width of sidewalks in Wasat and El-gomrok districts were not comply with the Egyptian
code with percentages of 80%, 90% respectively.
The Height of sidewalks in Wasat and Elgomrok Districts was compiled to Egyptian code
with a percentage of 70 % and 65%. The Egyptian code stated that the Height of sidewalks in
an urban street should be between 15-20 cm .
Public risk factors for pedestrians while walking on sidewalks that can cause discomfort and
injuries have been classified into construction, maintenance, and violation factors.
The total number of public risk factors and public inconvenience factors in the studied streets
were 806 were violation factors and maintain ace factor and construction factor with
percentage 65.5%, 25.5%, and 8.9% respectively.
The present study was included 800 pedestrians, 400 pedestrians from each district, and 40
pedestrians from each street.
The socio-demographic characteristics of pedestrians were interviewed in twenty streets of
two districts (Wasat, Elgomrok) in the Alexandria Governorate. It appears that 56% of the
sample was male and 44% were female, their age ranged from 18 to 78 years old with mean
of 26.43 ± 10.4 years.
The educational level of pedestrians interviewed was university, secondary, postgraduate,
reading and writing, Illiterate, Preparatory, and primary with percentage 72.8%, 10.8%,
9.5%, 4%, 1.8%, 1.5, and 0.3% respectively.
The pedestrian who has exposed to the accident according to their occupation as follows
53.6% were not working, 19% were employees, and 14% were trader while 8% were
housewives, and the least percentage which was 6% had trader.
When pedestrians were asked about an injury as a result of defects in the sidewalks, the
results were 55% not exposed and 45% were injured. And the injuries were Contusions,
Abrasion, Dislocation, Head Injury, Internal Hemorrhage, Fractures with percentage 66.5%,
11.14%, 7.8%, 8.6%, 5%, and 0.83% respectively.
The pedestrian satisfaction toward sidewalk facilities, a width of a sidewalk, Height of
sidewalk, sidewalk pavement, violation, pedestrian crossing places, handicap facilities, waste
boxes, space between pedestrian and cars, and density of pedestrian on the sidewalk was not
highly satisfied with percentage, 22%, 20.8%.27.5%, 36.8%, 36.1%, 50.25%, 45.5%,
40.75%, 32.5%.
Summary, Conclusions and Recommendations
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5.3. Recommendations
The following recommendations are suggested based on the study
results:
1- he state‟s contribution in the first place with the assistance of experts and specialists in
building the environment and coordinating sites for awareness, training, and guidance, and
finally the maintenance, which is one of the main factors for the sustainability of the process
of development and upgrading.
2- The reasons for the deterioration of the pedestrian path should be studied not only in terms
of planning and construction but also in social, legislative, LUP, and ED terms to reach
integrated and accurate solutions aimed at raising them and turning them into a positive
element.
3- The absence of the architectural role had the greatest impact on the Egyptian city, so the
residents began designing according to their needs and ideas, but those Needs and ideas
should be translated through an architectural design that integrates with the visual image of
the city.
4- Apply controls of civilizational coordination, aesthetics, and the Egyptian code in all
development and upgrading operations.
5- Renovating and dividing the sidewalks as follows:
5-1- The first space: 1m width includes 40 cm prominence of the store exhibits on the
sidewalk and 60 cm width to interact with these exhibits. This can be raised 15 cm of space
to limit the store beyond the space permitted in width.
5-2- The second space: The main pedestrian pathway is at least 2m unobstructed.
5-3- The third space: with a width of 1m including site coordination elements (pavement),
umbrellas, lighting poles, garbage boxes, banners, boxes Facilities, landscaping, and drainage
elements are distributed at distances that conform to engineering standards, and this space
can be raised 15 cm to emphasize the pavement dimensions, both functionally and visually. It
is possible to add a 2 m bike track taken from the car track. And take into account the
provision of waiting for places Overnight cars in sub streets and squares behind the buildings
and transfer of auto repair shops from the main street to specialized areas.
6- Attention to regular maintenance and strict enforcement of any encroachments on
pedestrian paths.
7- Restructuring the Egyptian code for designing urban and rural roads and adding a chapter
to the design of sidewalks, taking into consideration the role of the architect along with the
civil engineer to reach the best results.