Enhancing Livability of Squares and Streets

TABLE OF CONTENTS

ABSTRACT

ACKNOWLEDGEMENT

TABLE OF CONTENTS

LIST OF FIGURES AND TABLES

List of Figures

List of Tables

ACRONYMS

CHAPTER ONE
1. INTRODUCTION
1.1. Background of the Study
1.2. Statement of the problem
1.3. Objective of the study
1.4. Research questions
1.5. Significance of the study
1.6. Scope and limitations
1.7. Organization of the paper

CHAPTER TWO
2. RESEARCH METHODOLOGY
2.1. The research issue
2.2. Selection of research method
2.3. Research design

CHAPTER THREE
3. LITERATURE REVIEW
3.1. Introduction
3.2. Livability, livable city
3.3. Why livability
3.4. Livability of outdoor public spaces
3.5. International case studies on livable square and street
3.6. Theoretical framework
3.7. Recent approaches towards livable squares and streets

CHAPTER FOUR
4. CONTEXTUAL REVIEW
4.1. Tigray overview
4.2. Introducing Mekelle
4.3. The issue of livability in the city CBD
4.4. Local case study on livable street

CHAPTER FIVE
5. RESULT AND ANALYSIS
5.1. Results explored through the in-depth interview
5.2. Images produced through the map-making
5.3. Results found through the Likert-scale rating
5.4. Results investigated through the site observation

CHAPTER SIX
6. DISCUSSION AND PROPOSAL
6.1. Discussion
6.2. Proposal

CHAPTER SEVEN
7. CONCLUSION AND RECOMMENDATION
7.1. Conclusion
7.2. Recommendation

REFERENCES

ANNEX

ABSTRACT

Livability of CBD squares and streets should be enhanced; so that, the users' dependency on the indoor catering facilities to spend time and the preference of motorized modes even for short trips will be optional or based on specific personal preferences. This study aims to understand the livability problems of Romanat district and to be familiar with the design which is proposed to reduce the livability problems. This study has adapted a case study based exploratory and quasi-experimental research approach, to draw a comprehensive result. The analysis, discussion and interpretation of the study results are made according to the theory which focuses mainly on the livability variables, on the public space user groups and activity groups.

The study findings indicate that the existing livability problem of the district is because of the lack of spatial attributes such as safety, amenities, aesthetics, identity, diversity in space uses and users, variety in the accommodating activities, accessibility, linkage, inclusive environment and talk-scape environment. The findings also indicate that comfort, image, use and activities of the district are the most preferred spatial attributes which have to be incorporated in the design of future livable district. In line with those findings, this study has proposed four major conceptual design objectives: to produce a comfortable district with its own unique image; to produce a district with multiple uses and diversity of activities; to produce an accessible district with good linkage; and to produce a district that can reinforce social interactions. Besides, the study has proposed possible implementation and management options, which can be responsive to the produced design.

Keywords: Livability, spatial attribute, comfort, image, use, activity, access, linkage, sociability

ACKNOWLEDGEMENT

Thanks GOD! Then, I would like to express my gratitude as below for the kind help of individuals that made the completion of the study possible.

First I would like to thank and appreciate my advisors Dr. Hailu Worku and Mr. Fasil Giorghis for the guidance and support they provided to finalize my thesis. I have benefited much from the discussions and consultations, and from the comments I have received at those effective meetings. Again, I have seen their amazing rationality on the time we had. They were fully committed and responsible throughout the completion of the study. I want to thank also Mr. Wondifraw Fikadu, who was my previous advisor, for the guidance he provided on the conception and development of the study.

Second, I would like to express my appreciation to Mr. Solomon Hailu (former manager of Mekelle Municipality) for the information and direction he gave me on whom to contact for all my data interests. Thirdly, I would like to thank Mr. Birhane Kebede and Mr. Amanuel W/gerima (from Mekelle municipality), Mr. Tsegay G/kidan (from Tigray Mass Media), Mr. Ykum Haile (from Fm 104.4 Mekelle), Mr.T /Haimanot & Mr. Bogale (from Tigray Culture and Tourism Agency) and Head Inspector Afera (from Mekelle traffic police commission). I would like to thank my colleagues from Mekelle University, for their support on providing necessary materials. Thanks are also for all the respondents who kindly participated in the study.

I also would like to thank my friends; Aziti, Ephi, Zeme, Alexo, Sol & Belaya, they made my life interesting. I would like to thank my family for their patience, specially my brother Solomon for his presence and my sister Hareya for the endless support she gave me.

Last but not least I would like to thank my fiancé Niguse Sibhatu for his love and care; and I am heart fully thankful for all the suggestions, comments and motivations he provided in all the discussions we had.

LIST OF FIGURES AND TABLES

Figure 1.1: (a) CBD location in relation to city landmarks and city administrations. (b) Location of Romanat district's square and streets within the CBD

Figure 1.2: Design proposal for the Romanat square by Fasil Giorghis Consult

Figure 2.1: Research design

Figure 3.1: Livable city in relation to compact city, vibrant city, eco city and sustainable city

Figure 3.2: Livability Word Cloud Including Scholarly and Practitioner Definitions

Figure 3.3: Set of benefits related to the walkability and stayability goals of livability

Figure 3.4: Livability and sustainability inter-relation, Livability towards sustainability

Figure 3.5: The Place diagram, a tool to evaluate great places

Figure 3.6: International case studies (a) The Old town square in Praque, Czech Republic. (b) The New road in Brighton, UK

Figure 3.7: The outdoor quality and outdoor activity graphical relationships

Figure 3.8: Ground floor, a media to mix people and activities, buildings and spaces

Figure 3.9: Traffic calming tools and Calmed streets in New York and Missouri

Figure 4.1: Location map of Mekelle city within Tigray region, Ethiopia

Figure 4.2: Topography of the city and the surrounding mountains

Figure 4.3: Mekelle city spatial growth trend maps in relation to the CBD

Figure 4.4: Overlay of CBD road networks, existing buildings and major landmarks in Google image

Figure 4.5: City road network and sub city boundaries

Figure 4.6: City road properties in the CBD

Figure 4.7: (a) Road junctions (b) commercial and non-commercial parking spaces

Figure 4.8: (a) Street naming and numbering components and addressing order (b) Sign placement

Figure 4.9: Current public transport coverage (a) from the existing city area and (b) from the future master plan at 500m distance from routes

Figure 4.10: Mekelle proposed route networks for motorized (Bus, Midi-bus, Taxi, Bajaj) and non­ motorized (Bicycle, pedestrian)

Figure 4.11: Zonal trip interchanges and origin destination matrices in Mekelle city

Figure 4.12: Existing and proposed greenery coverage

Figure 4.13: Local case study on the Sew'at Avenue in the city of Mekelle , Tigray

Figure 5.1: Side walk picture taken from (a) Romanat Sq . (b) Hakfen St

Figure 5.2: Street sidewalk conditions (a) space competition on walkways of Hakfen St. (b) One side walk way in Agazi St

Figure 5.3: Romanat Sq. pictures (a) Stage making for occasional celebration (b) Tents for mini public exhibitions and health consultancies

Figure 5.4: Pictures taken from Romant sq. (a) when users begin to occupy the square as visitors to planned activities. (b) Prime Minister Meles’s tribute by the people of Mekelle at Romanat sq. (c) street vendors at the negative space of Romanat Sq

Figure 5.5: zebra cross conditions (a) Example of zebra cross obstacle in Alula St. (b) Example of washed-out zebra crosses in Hakfen St

Figure 5.6: (a) active frontages along Hakfen st. (b) People crossing Romanat sq. informally and conflicts with traffic police

Figure 5.7: Romant Sq. pictures (a) Picture that shows the undefined priority between the pedestrians and the vehicles (b) an area exposed to sun and (c) lighting at night

Figure 5.8: Picture that shows the Romant music shop and the Italian building style in Romanat Sq

Figure 5.9: Compiled shared cognitive map of the district

Figure 5.10: Shared cognitive map for Romanat square

Figure 5.11: Shared cognitive map for Hakfen and Selam Sts

Figure 5.12: Shared cognitive map for Alula Street

Figure 5.13: Shared cognitive map for Agazi Street

Figure 5.14: Pictorial evidences of Romanat square and its converging primary streets

Figure 5.15: Environmental inventory and analysis

Figure 5.16: Physical and social inventory and analysis

Figure 6.1: Landscape Layout plan

Figure 6.2: Sectional elevations

Figure 6.3: Details

Figure 6.4: Before and after image of Romanat Sq

Figure 6.5: Before and after image of Romanat Sq

Figure 6.6: Before and after image at the entry to Romanat Sq.from Selam St

Figure 6.7: Before and after images

Figure 6.8: Before and after image at the entry to Selam St. from Romanat Sq

Figure 6.9: Before and image at the entry to Hakfen St. from Romanat Sq

Figure 6.10: Visibility splays that should be kept clear of any barrier

Figure 6.11: Buffered pedestrian paths

Figure 6.12: Image of the landscape layout

Figure 6.13: Protections from wind/sun/rain

Figure 6.14: Adapting the topography to create interesting level changes

Figure 6.15: Comfortable walking environment

Figure 6.16: Primary and secondary sitting possibilities

Figure 6.17: Designated spaces for street vendors

Figure 6.18: Suitable spaces for public meetings, cultural celebrations, exhibitions

Figure 6.19: Design interventions that can be applied in the lower floors of the adjacent buildings

Figure 6.20: Accessible and legible space layouts

Figure 6.21: Pocket parks, talk-scape environments

Figure 6.22: Lighting effects

List of Tables

Table 3.1: User groups of public spaces

Table 3.2: Expected types of activities in the public space

Table 5.1: Type of activities in the study area in terms of the predefined activity groups

Table 5.2 : Means of travel in the district and the related reasons of choice

Table 5.3: The time interval in which the study area is active and the reasons behind

Table 5.4 : The users' safety in crossing and the culture of using crosswalks

Table 5.5: The extent of visits to the study area and the regular purposes

Table 5.6: Users' experience of the study area and reasons behind

Table 5.7: The users' and professionals' preferred design attributes to enhance livability of the district

Table 5.8: Livability rating for Romant square

Table 5.9: Livability rating for Hakfen Street

Table 5.10: Livability rating for Selam Street

Table 5.11: Livability rating for Alula Street

Table 5.12: Livability rating for Agazi Street

Table 6.1: Management proposals and their opportunities and constraints comparison

Table 0.1: Site inventory format

ACRONYMS

a.s.l: above sea level

CBD: Central Business District

GIS: Geographic Information System

LDP: Local Development Plan

MCA: Mekelle City Administration

MCCDPPP: Mekelle City Committee for Development Plan Preparation Project

MCI: Millennium Cities Initiative

MCPPPO: Mekelle City Plan Preparation Project Office

PEST: Physical and Environmental Study Team

PPS: Project for Public Spaces

Sq.: Square

St.: Street

Sts.: Streets

CHAPTER ONE

1. INTRODUCTION

1.1. Background of the Study

Mekelle¹, capital of the National and Regional State of Tigray, is the first rapidly developing city of the Northern Ethiopia which brings it to be named as “the Northern Star” (MCCDPPP, 2011). At the same time, the city is in dynamic expansion; now the sixth largest city in Ethiopia (Cannon, 2009) (fig: 3.3). However, it is still highly centralized; the “old town of Mekelle” being the city CBD (Rumi, 2009) (fig: 1.1a). This CBD or locally called ‘Ketema’² is where the highest traffic flow exists from all corners of the city, as it is the hub of commercial and non-commercial activities. The CBD is also relatively the most easily accessible place for all inhabitants of the city. It is “a convenient place to be anywhere” in the city; i.e., someone in the CBD can be easily available in any other neighborhood with in a short time just having one taxi³ (Rumi, 2009). Because, it is from this CBD that all public transport routes radiate to all neighborhoods of the city (MCPPPO, 2006) (fig: 3.10a).

In such kind of highly contested CBDs, proper functionality of their squares and streets is strictly needed to impress visitors at the first visit, to value the district for all users and to balance the highest flow of users from all neighborhoods of the city (Katie, 2006). The square should be above roundabout- only designed to slow traffic flow and the street should be above traffic channel- only designed to move from A to B (Norberg-Schulz, 1971). They should be places that foster social interaction. However, in the developing cities, the stakeholders’ emphasis has been on cars “...neglecting] the social context, the meaning of squares and streets is lost” (Krier, 1979; Madanipour, 1996).

CBD of Mekelle is not exceptional to the above situation; that its CBD squares and streets particularly those which are found at the main center- Romanat district⁴, don’t consider the social interest (fig: 1.1b). They are poor in welcoming the CBD visitors’⁵ stays. That is, it is not unusual to see people in rush to get away of those open public spaces indifferent cases. This lack of the peoples’ interest to use those squares and streets for an expanded time can be easily understood in relation to the stays and walks in Sew’at avenue⁶ (fig: 4.13). In the CBD, visitors prefer to pay for their stays by heading toward the indoor catering facilities⁷ and for their moves⁸ by using motorized modes even for short trips than using of those free but unwelcoming CBD squares and streets. So, the people are becoming dependent on those catering facilities to spend their leisure time and preferring the motorized modes to access functions of the CBD.

Abbildung in dieser Leseprobe nicht enthalten

Figure 1.1: (a) CBD location in relation to city landmarks and city administrations. Source: Google map of Mekelle, 2009; (b) Location of Romanat district's square and streets within the CBD. Source: Mekelle city map.

Different contextual studies have been done to improve livability of the city. The study on the city spatial growth is one, which studied on the city dynamic expansion and recommended the new center creations to balance the CBDs' existing traffic flow (MCPPPO, 2006). The study on the city road network is another which investigated on the drawbacks; and recommended: the widening of narrow streets to accommodate pedestrian paths, the provision of adequate on and off street parking, provision of drainage lines, improvement of junctions and connectivity, management of street utilization, introducing traffic calming mechanisms, widening of the inner city transit road and provision of new roads in the built and expansion area (MCPPPO, 2005). This study also recommended the replacement of Romanat square with an efficient roundabout. Besides, Fasil Giorghis Consult has tried to design the square for an ease circulation of vehicles (fig: 1.2). Transportation of the city is also studied to investigate the public transport routes and modes throughout the city; and proposed an extension of the existing and creation of new routes for train, bus, taxi, cycle and pedestrian (MCCDPPP, 2011). This study also recommended an improvement of existing pedestrian routes which are found around the city center. The city greenery coverage is studied; and appropriate tree species and spacing standards for a good integration with other infrastructures is recommended to reduce the investigated weaknesses (MCPPPO, 2006). There is also a study on local traditions and cultures of the city. In this study, the traditional and cultural activities of the people are identified, but no focus is given to the spatial needs of those activities (PEST, 2005).

Abbildung in dieser Leseprobe nicht enthalten

Figure 1.2: Design proposal for the Romanat square by Fasil Giorghis Consult . Source: Fasil Giorghis Consult, 2011. Mekelle city squares project.

Those all studies indicate that, an improvement on the physical environment of the city is a current issue in order to make the city for all. Those all are citywide studies, which are not specific to the study area and which are mostly based on the investigation on the physical dimensions not on the social dimensions. But, this study investigates the existing livability problems of the district in the eye of the inhabitants and proposes a user responsive design that can reduce the existing livability problems or that can enhance livability of the district.

1.2. Statement of the problem

The CBD of Mekelle is the most dominant place of the city, where a lot of inhabitants flow from all corners of the city, to do their commercial and noncommercial activities. Despite this fact, the inhabitants are lacking an interest to stay and walk in the squares and streets of the CBD for an expanded time. This lack of interest can be clearly understood by looking to the users which are showing a wish to get away of those open public spaces in different cases. That is, seeing more users which are searching for or moving to indoor catering facilities when they need to spend their leisure time or when they need to wait for someone is becoming usual. There is also a clearly seen motorized mode preferences than walking, to move through and even to move within the district.

Those two, the dependencies on indoor catering facilities to spend time and the preferences on motorized modes, mostly bajajs⁹ to travel, are causes for different socio-environmental consequences in the city. First, everyone has to order something and pay for, whenever he/she need to take a seat in those catering facilities. This raises a question of affordability. In addition, there is and there will be difficulty to find un-congested catering places specially in leisure times, since the availability and capacity of those places are unbalanced to the number of the district users. I.e. “...Mekelle lacks hospitality facilities to meet expected future demand” (Cannon, 2009). Second, the preference on motorized modes to move within the district square and streets even for short distances can evoke high traffic congestion as they are part the primary public routes of the city. This congestion will in turn be a cause for an occurrence of annoying feelings and conflicts between pedestrians and vehicles, in addition to polluting of the environment. That is, pedestrians will take them long time to cross streets just waiting for the crowd to lessen, and even may totally isolate themselves from the street picture in fear of the congestion and car accident. This will also be a threat to vehicles in getting ease circulation and movement like the practical situation faced by the vehicle drivers in Addis Ababa.

Keeping those socio-environmental impacts in mind, the author has found that, investigating the livability problems behind the lack of staying and walking interests in the CBD squares and streets, particularly in the Romant district's square and streets, is a critical issue to be studied. That is, in order to propose a design that can reduce the livability problems or that can enhance livability of the district. In other words, to produce a design that can create a pleasant environment within, an environment that invites and welcomes the users or visitors of the district to engage in different activities of whatever their desires are. In this aspect, the peoples' culture of recreating in open public spaces will be enhanced, and at least the necessity on catering places and on motorized modes will be optional or will be based on specific personal preferences. City wide, the district dominancy in case of its accessibility and usability to all inhabitants of the city will be continued in an enhanced way.

1.3. Objective of the study

1.3.1. General objective

The main objectives are to study the existing livability problems behind the lack of staying and walking interests in the district, and to propose a design that can reduce the livability problems or that can enhance the livability of the district. The design proposal should also be a design that can emphasize the socio-cultural, economic, environmental and political roles of the district.

1.3.2. Specific objectives

To achieve the general objective, it is important to:-

- Understand the theoretical and contextual concepts of livability.

- Explore the potentials of the Likert-scale rating method in investigating the existing livability problems.
- Investigate the existing livability problems of the district in terms of the users’ perception, the professionals’ view, the author’s investigation and the archival analysis.
- Explore future preferences of the users’ and professionals’ on making the district livable.
- Distinguish design solutions that can reduce the existing livability problems of the district.

1.4. Research questions

- What are the theoretical and contextual concepts livability?
- What are the potentials of the Likert-scale rating method in investigating the existing livability problems?
- What are the livability problems of the district in terms of the users’ perception, the professionals’ view, the author’s investigation and the archival analysis?
- What are the future preferences of the users’ and professionals’ on making the district livable?
- What design solutions can reduce the existing livability problems of the district?

1.5. Significance of the study

This study is important to address livability issue of the district. There are different reasons of why livability becomes a priority issue of this study. To mention some, one is the socio-environmental impacts due to the lack of staying and walking interest in the district. The other is “the city’s livability concept in developing countries” such as Ethiopia is “the city’s infrastructure”¹⁰ (Changcheng & Hai-jun, 2011). And it is well known that, poor infrastructure is the major urban problem of Ethiopian cities such as Mekelle; that, it is “50% of the productivity handicap faced by Ethiopian firms” (MCI, 2012). Furthermore, livability here is sustainability there or livability now is sustainability later (Alireza & Azadeh, 2012).

This study can have its own contributions, academically as well as socially. In the academic context, it defines the theoretical and contextual concepts of livability. It explores the potentials of Likert-scale rating method in investigating livability problems, which is a methodological contribution. It gives advancement to the local knowledge of the livability problems behind the lack of staying and walking interest in the district through the inhabitants' eye. It highlights the users' aspect of space making and reveals the preferred attributes of the future district users. It distinguishes design solutions which are specific to the study area, and by which the Romanat square project (fig: 1.2) can be revised to become more responsive to users' preferences. In the social context, this study gives a big opportunity for the society in exploring their problems with livability of their area and in making their spaces based on their preferences. This is an important asset, which gives value for the target group, and which can build sense of pride and ownership among the society. Further, this study provides the future livability image of the district that may induce awareness among local developers and communities to do more in enhancing the CBD livability and further in the city livability. On the other hand, the study also opened up new areas for further investigations.

1.6. Scope and limitations

1.6.1. Scope of the study

In literature the term livability is defined as quality of life in a city. That is, a livable city is a city that provides walkable and stayable spaces, affordable houses, strong neighborhoods and connectivity in public realm. But, this study addresses the walkability and stayability requirements of livable public spaces in consideration to the type of users and their activity interests in the district. The design proposals are specially for the situations of the district that require landscaping and somewhat environmental planning.

Spatially, the study is for the Romanat square and for the radiating primary streets and is bounded by the property lines of adjacent buildings. Thematically, the study of the district livability condition encompass all the previous studies regarding the context in addition to the existing, and the design proposal considers the objectives of the 10 year city development plan (2005-2015).

1.6.2. Limitation of the study

The study has faced to different limitations that have influenced its extensiveness. Some of them are: the lack of related thesis books within the Ababa University library, shortage of budget, time limit and the regular cutting of power.

1.7. Organization of the paper

The paper is organized in to seven chapters. The first four chapters are: introduction, research methodology, literature review and contextual review. The outputs of the research: the result and analysis, the discussion and proposal, and the conclusion and recommendations are included in the rest three chapters.

Under the first four chapters of this paper, chapter one introduces the background of the study, the statement of the problem, the research objectives and questions, the significance of the study, the scope and limitations of the study and finally the organization of the paper. Methodology of the research is discussed in chapter two. This chapter presents the selection of method and the design of such method to the way it can address the research objectives. Chapter three and four are concerned on building theoretical and contextual understanding of the research issue; those are, the literature review and the contextual review.

Under the last three chapters of this paper, the study result is analyzed and presented in chapter five. The discussion and proposal of the study is under chapter six. In this chapter, conceptual design solutions are distinguished; proposed design images, drawings and details are presented in reference to the conceptual design objectives. Possible implementation and management options are also explored in this chapter. Finally, the conclusion and the recommendations are included under the last chapter.

CHAPTER TWO

2. RESEARCH METHODOLOGY

2.1. The research issue

There are literatures that explain livability theories, principles, variables and approaches. Those theories are in the context of the developed cities, such as: Copenhagen, Sydney, Melbourne etc., as they are the result of the studies on those livable cities. Those literatures can be general references for the developing cities, in this study case, city of Mekelle, but can't be applied as they are. Therefore, there was a need to localize those general concepts of livability; and to discover new ideas which are specific to the case area. This was the reason why the study conducts a research on the site.

2.2. Selection of research method

Under this topic: what general methods are selected, how they were selected and the characteristics of those methods with regard to the requirements of the research problem are discussed.

The research used a place making approach that engages the users in making of their place. Place making is a ‘'multi-faceted approach to the planning, design and management of public spaces” (PPS, 2000). It involves an investigation of activities such as ‘'looking at, listening to and asking questions'' to discover the peoples' needs and aspirations (PPS, 2000). This approach was selected according to the major objectives of the study. For example, if we see the approach according to the proposing of a design that can enhance livability of the district, such an enhancement requires an investigation on the need/interest and activity of the specific user of the particular space. PPS in their book “How to turn a place around” (2000), support this idea as, “to increase livability of a space the first step is listening to best experts in the field—the people who live, work and play in that particular place” (PPS, 2000). Jane Jacobs (1961) also magnifies the importance of users' engagement, by forwarding an idea that “cities have the capability of providing something for everybody, only because and only when they are created by everybody” (Jacobs, 1961).

Once the general approach is identified, the next step was searching possible specific approaches to address the specific research questions. Since the research questions focus was on investigation: what is going on the site and what new ideas can be discovered to address them; methods that have such purposes were advisable to use. On searching according to the purpose of the methods, a case study based exploratory and quasi-experimental were found as the compatible research approaches to achieve the study objectives.

Exploratory was selected as it is a method which "seeks to find out how people get along in the setting under question, what meanings they give to their actions, and what issues concern them”, and how those issues can be addressed (Schutt, 2006). It was used to diagnose situations. Whereas quasi­experimental was selected as it is a method to investigate the causes and causal relationships of the issues that are concerning them. Quasi experiments are ‘near’ experiments or approximations to an experiment (Hesse & Leavy, 2008). In landscape architecture, the metaphor of experimentation is adopted as a way of exploring and testing an idea through design activity (Sternberg, 2000). The focus was typically upon investigating sensual aspects of human relationships with a space landscape.

2.3. Research design

Designing the methods specifically for the problem of the study was the next step done after the selection of the appropriate methods. This is about how the selected methods were designed for their application in the investigation. Methodology design incorporates identification of “major steps and creating a logical sequence by which the research question, the empirical data and finally the proposal are included” (Yin 1994 cited in Heyaw, 2005). In this study, designing of the methods go through steps of case selection, sampling, data collection and data analysis techniques (fig: 2.1).

2.3.1. Case selection

The research was conducted in the Romanat district, CBD of the city Mekelle, the capital city of Tigray. There are reasons for why the researcher made her study on Mekelle. Those are: the dynamic spatial growth of the city, presence of the 10 years development program towards making the city for all and the availability of development policies on squares and streets. Being the researcher’s familiar city was also another reason to study in Mekelle. The Romant district was selected because of the existence of planned development project which is started by Fasil Giorghis Consult. Being it is found in the CBD and being it is the central public route distributer are also another advantages. In addition, the study area is located in an area selected by most of the inhabitants for commercial and noncommercial activities, where enhancing the livability of the district is feasible and an opportunity for all the users.

2.3.2. Data types

The study has investigated the qualitative and quantitative type of data under the exploratory and quasi­experimental methods respectively in consecutive timing through the concurrent mixed method research approach. The final output was expected to be a qualitative type. In this case, the quantitative data from the quasi-experimental was used to enhance and advance the qualitative data from the exploratory. That is, both the qualitative and quantitative in a mixed form finally become an input to draw a qualitative conclusion. This mixed data helped the study to have a comprehensive output.

2.3.3. Data sources

Data was collected from primary as well as secondary data sources.

2.3.3.1. Primary data sources

The investigation on the existing livability problems (based on the users' perception, the professionals' view and the author's investigation), and the investigation on the future preferences of the users' and professionals' were the primary data sources.

2.3.3.2. Secondary data sources

Documented data which are related to the regional overview and to the livability issues of the city were the secondary data sources. The major sources of archival materials were individuals, NGOs and governmental institutions. Thesis studies from individuals, magazines, newspapers and audio documents from NGO mass-medias were provided. Prevalent published materials, planning reports, design proposals, newspapers, documentary videos and maps were also provided from the government institutions/ municipality.

Documents gathered in connection to the objective of exploring the existing livability problems were paper studies: on spatial growth, on road network, on street legibility, on environmental study, on transport planning, on spatial growth, on history, culture and tourism, on green infrastructure and so on. Relevant magazines, newspapers, audio and video documents were also gathered from the city Mass media bureau and from the FM 104.4. Studies on local development plans and on green and landscape design were the documents collected from the city Municipality, and were references to deal on the future livability of the district. The 10 year development plan of the city (2005-2015) was a reference for the investigation of the existing livability problems and for the exploration of the future livability attributes of the district.

2.3.4. Sampling and Respondents

The research was carried out with 30 users of different age, gender, income and occupation groups who came from different neighborhoods and which were available in Romant district during the data collection times¹¹. It was also with 10 key informants. Age groups of the respondents were in categories of (13-17), (18-24), (25-65) and (65 and above). About 75% of the respondents were in the age groups of (18-24) and (25-65). The sampling has 53% men by 47% women gender composition. When we see about the occupational group composition of the respondents, 15% were students, 12% were from the business, 10% were from the design profession and 63% were from other occupations and from the unemployed population. Majority of the user respondents, which is about 27%, were from Adi haki and 05 kebele. The rest were from different neighborhoods of the city.

The sampling was taken based on the user groups of public spaces and their expected activities in the public space, as defined by Lars Gemzoe (Gemzoe, 2008) (table: 3.1 & table: 3.2). Among the user groups, the recreational visitor group is excluded in this sampling, as their expected activity is a daily recreational activity in the street environment; the type of activity which is not practical yet in the case area. The percentage given to each user groups were based on the categories of necessary (the daily coming from/going to and daily transit activities) and optional activities (the daily recreational and planned activities). Since the goal of the research is to propose a design that can enhance the quality of the spaces to the extent the district become livable, the sampling took more from the actors of optional activities; the activities which are in big requirement of the space quality. That is, it took more from the users that were performing optional activities than from the users that were performing necessary activities. Key informants were from the staff of city beautification, city planning, staff of culture and tourism and from the staff of Architecture and urban planning in Mekelle University.

The study had 40 participants; of those, 10 respondents were key informants. The questionnaires prepared for each group of the key informants were based on their specific knowledge to the context; 5 of them respond to a full format whereas the rest respond to 2-3 questions. The other, 30 respondents were from the user groups of the district that were performing their specific activities in the district spaces; and each of them had participated/responded to all sections of the questionnaire (the in-depth interview, map making and the Likert scale rating). The researcher also made discussions on different context related issues with friends, colleagues and officers; which are out of the formal participants. The researcher was also another respondent, who participated on the site observation.

The sampling was taken within each defined boundaries¹². Each respondent was expected to respond the questions based on the specific boundary he/she was available in by the time of the interview. But there were some mixing up or kind of seeing in totality by some respondents in the in depth and Likert- scale rating sections of the data collection. The researcher had tried to extract the boundary specific answers from the totality answers by cross checking with the map made by that specific respondent in the map making section. This was because there was minimum or no mixings in this section, as it needs strict visual contact of the respondent to the specific area of investigation. The need of getting boundary specific answers was to help the researcher to react on a space in consideration to the specific needs of the particular space users.

2.3.5. Data collection techniques

The questionnaire for the investigation of the existing livability problems and the future preferences were prepared in 4 types: the in depth interview, map making, Likert-scale rating and site observation. Every interviewee from the users was made to respond to all types. The researcher used this approach in order to help the respondent to develop his/her understanding throughout, and to make extracting the inconsistent ideas or the totality responses easy in the analysis stage. The key design professionals were made to respond to the in-depth interview and map making type whereas the city planners, experts of city beatification and experts of culture and tourism were made to respond only to the in depth interview part. The author has made a direct contact to answer questions of the site observation.

2.3.5.1. In-depth interview

In-depth interviews were semi-structured and un-structured; they were extensive interviews that encourage a respondent to talk freely and in depth about a topic (appendix I- part 1A, B, C, D & E). This investigation was made to explore the perceptions of the users' and the views of the professionals' on the existing livability problems and on the future livability situations of the district. Semi- structured interviews were used to the users; whereas key questions and unstructured discussions were made with the professionals from the municipality. The data collection with the users and design professionals was conducted in each particular parcels/boundaries of the study site, but with the key informants from the municipality it was conducted in their offices.

All interviews were conducted face to face; and the letter of support the researcher had from her study University- Ethiopian institute of Architecture, Building construction and city development (EiABC), Addis Ababa University, was sufficient to create the degree of trust needed to establish first contact. In every meeting with interviewee, the researcher began with the introduction of herself and the objective of the study followed by the perspective needed from each interviewee.

2.3.5.2. Map making

This graphical representation of future livability of the district was conducted with the users and design professionals right after the in-depth interview (appendix I- part 2). In this section, each interviewee was supposed to put or map his/her idea of enhancing the space livability in reference to the idea said in the in-depth interview. In this part, some of the interviewee who were able to sketch, made their map by themselves. Some of, who were not able to sketch, complete this step by the help of the interviewer; and some of them put their idea by point representations and writing the legend to every point.

The researcher/interviewer began the map making section by explaining the purpose of the respondent's map to the study and by making sure that the respondent had understanding of the target area.

2.3.5.3. Likert scale rating

This was the third section of the data collection which was conducted with the user respondents only. In this section, the respondents were asked to rate the statements under each livability variable according to their degree of satisfaction on the particular area (appendix I- part 3). The Likert scale is “a scale showing respondents agreement or disagreement” or a scale measuring the degree to which respondents agree or disagree with the statements of the questioner in a defined point scale (Friedman, 1998).

2.3.5.4. Site observation

This approach was conducted by the researcher's direct visual contact with the study site. It was an investigation on the district conditions which can affect the walkability and stayability of a space. This was the data source for the site inventory and analysis. This technique included recording of data in the already prepared table of site investigation (appendix I- part 4), taking existing pictures and videos, and sketching to grasp the overall situations.

2.3.6. Data analysis and interpretation

The study used mixed data analysis techniques to analyze the data which were collected using the mixed data collection methods. Understanding the 4 steps of qualitative data analysis approaches used by Heyaw (2005), “categorization” and “subjective interpretation and analysis” were the major two steps adapted in this study (Heyaw, 2005).

After the data collection, categorization was the first stage made under this section. In this stage, data related to the context and to the issue of the investigation were separated. The data categorized under the context were: the historical background, climatic condition, spatial growth, transport planning, local cultures and traditions, road network and green infrastructure of the city. Those data were analyzed and used to construct the context of the research at the city and study level. Whereas the data categorized under the issue of the investigation, the data collected by the questionnaire and from the observation, were separated in to qualitative and quantitative information for further analysis.

2.3.6.1. A nalysis techniques

For the analysis of the qualitative data, content analysis was the one used to analyze the data collected through the in-depth interview. This analysis method helped “to observe the frequency of mentioning of particular [idea]”, to make objective conclusions, and “to identify specific characteristics of messages systematically” (Holsti, 1969). For example if we take (table: 5.2) made for the means of travel from the analysis part, the percentage of respondents that mention a particular means (e.g. walking) was made firstly, and secondly, the percentages were made according to the mentions of particular reason to the use of walking as particular means of travel. The shared cognitive map was the other method of qualitative analysis, which was used to analyze the maps created by individuals under the map making section. This was done by overlying the individual maps of a particular space to create a collective and comprehensive preference map of the respondents for that particular space. SWOT analysis was also another analysis method used to analyze the data collected through site observation. This was done by identifying the strengths and weaknesses the case area has, and by identifying the opportunities and threats of the city that can influence the case area.

Descriptive statistics and multiple regression analysis were the methods used to analyze the quantitative data gathered in the Likert-scale rating. Descriptive statistics was used to describe “the basic features of the data” by providing “simple summaries” about the rating (Friedman, 1998). The summaries were made 13 according to the ratings to the defined 5 point scales (very strongly agree, strongly agree, agree, fairly agree and don't agree). In this case, the ratings to the first three scales made the summary of livability whereas the ratings to the last two scales made the summary of un-livability in terms of a particular variable (e.g. comfort and image). Multiple regressions were used after the summary was made in the descriptive analysis. This method was used to give final summaries of space livability (e.g. Romanat square) in terms of all livability variables (table: 5.8). Then after, it was used to examine the causal relationship between single “dependent variable” (livability) and several “independent variables” (livability variables and attributes, as defined from the literature). In other words, it was used to define the degree of livability or un-livability of a space and extract the factors that imply such degree of livability or un­livability.

The subjective interpretation and final analysis stage was the main and final part of the analysis. That is, re-contextualization of the statements obtained from all the analysis data with the theoretical reference, which was made to construct the design solutions for the design phase of the study.

2.3.7. Presentation technique

The study has used software like Microsoft excel and SPSS in the analysis part, MS Word and MS power point in editing of simple graphics. GIS was used to overlay, extract, rectify and produce maps of the study site form Google images of the city and from the city map. AutoCAD was used to prepare the 2D design drawings, and sketch-up was used to produce the 3D images. Then after, Realtime Landscaping Architect was used to render the 3D images. Finally, Photoshop was used for final renderings and exporting of image files.

2.3.8. Output and reporting

This thesis paper is the output of the study and is submitted to Ethiopian institute of Architecture, Building construction and City development (EiABC), Addis Ababa University; in hardcopy and softcopy. This paper document contains maps, pictures, figures, tables, 2D drawings and 3D images in addition to the verbal expressions.

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CHAPTER THREE

3. LITERATURE REVIEW

3.1. Introduction

The purpose of this review is to gain an understanding of the existing wealth of knowledge which currently exists related to the field of public space livability. By examining the related scholarly contexts of the study issue, the researcher has determined what information and research into this field is already available. In addition, the literary study will also identify issues and concepts which have not yet been adequately explored in the literature to date and which are in need of future research. The theoretical insights gained as a result of this process will be applied later in this research project to analyze the study findings.

3.2. Livability, livable city

The word ‘livability' comes from the word ‘livable'; and it is a spatial attribute in landscape architecture (Sahasrabudhe, 2010). Livability is to say live-ability, which literarily means ability of a space to live in it or to make life in it. It is basically an urban design issue of bringing people to public spaces.

The seeds of "livable city" concept can be traced back to ancient Greece who promotes the ideology and the concept of fairness and justice. That is, in 19th century, Howard (1902) proposed "garden city", in his book named "Garden Cities of Tomorrow"; which is considered as the shoot of the modern idea of livable cities (Howard, 1902). After the 1980s, researchers from different disciplines presented the concept of a variety of livable cities, such as new urbanism ideology, the concept of healthy cities, building garden cities etc. From the late 20th century, the world city movements get a larger development, especially in developing countries. In a way that, “the city's livability is the city's infrastructure, which is it should allow people to feel natural, comfortable, friendly; all things in the city as in a harmony” (Changcheng & Hai-jun, 2011). In referring to the recent also, to be livable is one of the most critical aspects of the 21st century city (Casellati, 1997).

Livable city in relation to compact city, vibrant city, eco city and sustainable city

Asustainable city can be achieved by applying the compact structure to the city form and attributes such as livability, vibrancy, and eco-friendly (fig: 3.1).

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Figure 3.1 : Livable city in relation to co^npact city, vibrant city, eco city and sustainable city. Source: adapted from FTCPD, 2011. Compact cities vs. vibrant and livable cities.

Concepts of livability include a range of different definitions which are mainly focused on the issue of “quality of life” (Casellati, 1997). Livability is an abstract concept, similar to sustainability (Casellati, 1997). Different scholars have tried to define livability, but they didn't come with a fixed definition. In this case, the National Association of Regional Councils (NARC) has modeled livability word cloud as figure (3.2) shows, in order to conceptualize the word livability. What they got is, the words: community, quality and transportation are the themes of livability (NARC, 2012).

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Figure 3.2: Livability Word Cloud Including Scholarly and Practitioner Definitions. Source: narc, 2012.

Livability literature review: a synthesis of current practice.

3.3. Why livability

In the spatial context of public places, streets and squares should be places that foster social interaction.

However, the stakeholders' emphasis has been on cars “...neglecting] the social context, the meaning of squares and streets is lost” (Krier, 1979; Madanipour, 1996). For example; people who walk are pushed off to the edges, and in most places bicyclists are given no space at all. Specially, in city CBDs, sidewalks are only wide enough to accommodate forward motion (Lusher et al, 2008). They lack infrastructures to permit crossing of street safely, pedestrian support infrastructure such as street lighting, seating; protection against harsh climate and are with extreme levels of noise and air pollution. In such kind of pedestrian environment, motorization is most probably the mode of travel even for very short distances. People are always in rush to indoor spaces to get away of the pedestrian environments, and make their stay in some enclosed and mostly privatized spaces. This all situations robbed open air life in the street (Wright, 2005).

Keeping that in mind, the changes in the attitude toward city life over the past 25 years have supported considerable design, planning, and management activity in transforming urban streets into more safe, secure, and comfortable places. As the result, different new forms of urban streets have emerged, including livable street. Those are: complete street, successful street, democratic street, Social Street, Ideal Street, pedestrianized street, car free street or auto restricted street, etc. and most recently “privatized” indoor commercial streets (Francis, 1988; Appleyard, 1981). Those are street redesign movements that have changed street environment of many Europe cities.

Livability assures presence of healthy open-air recreations and access to outdoor spaces; and such opportunities are basic for activities that are important part of many people's daily life. They provide “scope for relaxation, refreshment, escape from the everyday life and a chance to form social relationships”, and this is all to create enjoyable life and make people happy (Gehl, 2010). Livability is significant since it is important to people's wellbeing. Livability is all about quality of life and is defined by Okulicz-Kozaryn (2011) as the “standard of living or general well-being of a population in an area”. Livability is important for businesses as “happy people are better workers” and also important for city governments as good workers and businesses can attract investors. Furthermore, if you live in a livable city where most people are happy, you are likely to become happy as well (Okulicz-Kozaryn, 2011).

Livability provides a reasonable cohesive structure that offer short walking distances, attractive public spaces and a variation of urban functions to invite people to walk and stay. Inviting more people for walking and staying activities is as the result of the welcoming situation to have “direct contact to the people and the surrounding community, fresh air, time outdoors, the free pleasures of life, experiences and information”. Walkability and stayability are indicators of the place's healthy “Open-air recreations and access to outdoor spaces” (Gehl, 2010). Figure (3.3) summarizes the livability benefits in relation to walkability and stayability.

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Figure 3.3: Set of benefits related to the walkability and stayability goals of livability. Source: Adapted from NYC Streets Renaissance, 2006. Livable streets: form an auto-centric policy to a city of great streets.

Figure 3.4: Livability and sustainability inter-relation, Livability towards sustainability. Source: (a) Mansee BAL, 2008. Planning and Principles of Public Open Spaces. (b) Alireza & Azadeh, 2012. Livable Street in Urban Environment.

Furthermore, livability now is sustainability for the future, as figure (3.4) illustrates. Livability refers to the subset of sustainability goals and impacts which mostly fall in to the social impacts realm of sustainability. It reflects sustainability impacts that directly affect community members, including local economic development and environmental quality, equity, affordability, basic mobility for non-drivers, public safety and health, and community cohesion. Often, researchers discussed livability principles as ways to support overall sustainability goals (Litman, 2013).

Livability and sustainability may operate on different scales, but both can achieve similar outcomes. Rue and Rooney et al (2011) proposed that both livability and sustainability support economic development and environmentally sustainable travel options, and address social equity issues and human health (Rue & Rooney et al, 2011). In addition, the Project for Public Spaces argued that the creation of more livable places is linked to an increase in environmental benefits (PPS, 2011). In sum, implementing a green streets initiative that adds more street trees can increase the livability by making the street more inviting to pedestrians, and also the sustainability of that street because of the environmental, air quality and storm water runoff benefits provided by the additional tree canopy (NARC, 2012).

3.4. Livability of outdoor public spaces

Open public spaces are all open areas within a community visible to the public for public gathering or assembly. They are all exterior places, linkages and built form elements that are physically and/or visually accessible regardless of ownership. Those are: streets, squares, pedestrian ways, bikeways, bridges, plazas, nodes, transportation hubs, gateways, parks, waterfronts, natural features, view corridors, landmarks and building edges and so on (ADUPCl, 2012).

Livable spaces are spaces in which their streets are with acceptable “pedestrian volume, stationary activities and pedestrian diversity” for an enhanced open air life (Gehl 2004 cited in Lusher et al, 2008). Pedestrian volume is pedestrian counts taken at various times of the day and night, on weekends as well as weekdays, and also on summers and winters (Gehl 2004 cited in Lusher et al, 2008). Stationary activities are count of peoples engaging in variety of activities that require an expanded time. Those are activities such as: standing, waiting for transport, sitting on benches, sitting on cafe chairs, sitting on secondary sitting-possibilities, sitting on folding chairs, lying down, children playing and people engaged in commercial, cultural, and physical activities (Gehl 2004 cited in Lusher et al, 2008). Pedestrian diversity is measures of livability by comparing the population distribution of pedestrians by age and gender on a particular street or square against neighborhood or city distributions (Gehl 2004 cited in Lusher et al, 2008). Women, children and the elderly may be more sensitive than others to street qualities such as comfort, safety and accessibility. For this reason, streets that attract a diverse cross­section of the population - including women, children and the elderly are more likely to be livable (Ethan Kent 2008 cited in Lusher et al, 2008).

Different renowned researchers have defined livable open public spaces as great and successful places based on their own space quality indicators on the evaluations of public domain quality. The members of Project for Public Space (PPS), Jan Gehl, Swati Sahsrabudhe, and Shaftoe are among, which their works are discussed here under.

Project for public space Inc. (PPS)

In studying how public spaces are used, PPS has extracted the qualities that define a great place: “comfort and image”, “use and activity”, “access and linkage”, and “sociability”. This means, Livable places are comfortable spaces having unique image. They have linkage- they can lead a user to different directions. They have various uses and are accessible- where people are engaged in activities there. After all, livable spaces are sociable places where people meet each other and take people when they come to visit (PPS 1999 cited in Carmona et al, 2003). PPS has produced a place diagram that incorporates those all variable groups and the various attributes with those variables (fig: 3.5).

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Jan Gehl

Gehl has pointed out 12 quality criteria, concerning the pedestrian landscape in urban public spaces, which are categorized in to three major groups: “protection”, “comfort” and “enjoyment”. As Gehl describes, to define a place as quality pedestrian landscape, checking those qualities step by step is critical. That is; to ensure reasonable “protection” against risk, physical injury, insecurity and unpleasant sensory influences, the negative aspects of climate in particular is first. The next step is to ensure whether spaces offer good “comfort” and invite people to the most important activities such as walking, standing, sitting, seeing, talking, hearing, self-expression and so on. Good architecture and design are part of last group criterion-delight or “enjoyment”. This criterion should be seen as “an umbrella concept” that should include all of the other areas. Nothing must be left out unfulfilled, that is, careful treatment of all the 12 criteria is must to create successful pedestrian landscape (Gehl, 2010).

Swati Sahasrabudhe

Sahasrabudhe (2010) has extracted 4 major indicators of livable urban public open space. Those are: “functional”, “ecological”, “perceptual” and “cultural”. Space functionality is concerned in the multi-uses, and in the influencing situations that affect the usability of a space; accessibility, connectivity, proximity, safety, climate comfort and flexibility. The eco-friendly indicators are like the availability of fresh air, water, land and vegetation; opportunity to experience nature in cities, and awareness of the natural landscape parameters of land, water and vegetation. Attributes under perceptual indicator are: visually pleasing ambience, visual linkages to landscape and built landmarks, real quality, temporal character, humane scale, sociological and psychological security and readable visual identity. Presence of cultural association, sense of place, sense of belonging, opportunity for social interaction, opportunity for participation in the making and maintaining the space and readable vocabulary of the spaces are under the cultural indicator (Sahasrabudhe, 2010).

Henry Shaftoe and others

Shaftoe (2008) has made classifications on aspects of successful place as: “geographical”, “physical”, “behavioral and psychological”, and “managerial aspects” (Shaftoe, 2008). Adapting those classifications, Basak (2011) has developed attributes under those aspects from various researchers that study within the context. The geographical aspect responds the question of “where?” deals with the location of the place, its accessibility and the catchment area. Physical aspect covers the form of the square, its size, and visual complexity (visual and aesthetic elements, from seating, public art, landscaping to subspaces, shelter and protection - from sun and cold, lighting, human scale etc.). Behavioral and psychological aspects deal with the users’ needs that are to be satisfied in a public space. Managerial aspects include strategies and programs in order to provide and sustain the success of the place focusing mainly on diversification of uses and with respect to the diversity of users from different cultures, different genders and age groups; and deals with eating and drinking opportunities, vending, and maintenance issues (Shaftoe, 2008; Whyte, 2009; Francis, 2003 cited in Basak, 2011).

3.4.1. Livable Square and Livable Street

Square and street are the most important structural components of a city. Streets make the unification visible by tying one square to another square and further one area to another area (Davies, 2010; Cullity, 2010). Squares are open areas found at the meeting or convergence of two or more streets, whereas streets are connectivity corridors of squares (Transportation for a Livable City, 2002).

Squares and streets have functional roles and challenges that vary according to cultural contexts (Sivam & Karippanan, 2013). For example if we take the Asian cases in comparative to the Western cases, the physical quality of Asian streets is low. Streets are rarely used for public activities in western cities, but in Asian cities; streets are used for religious events, socializing, exchanges of ideas, public shows, play areas for children, meeting places for adults and shelter for homeless people. The relationship between streets and economic activities is weak in western cities; they are mostly used as an access to retails and commercial activities. Whereas in Asian cities, streets are used as an access to formal and informal shopping experiences, which can attract people from various income groups, there are kiosks, movable shops and vendors. Western city streets are with high environmental quality, because people generally follow civic rules and laws with selling of goods. But, streets are with low environmental quality in Asian cities, because there are encroachments on public places by retail shops, parking spaces, kiosks and movable shops that make sanitation systems comparatively crowded (Sivam & Karippanan, 2013; Mateo- Babiano & leda, 2005).

Western city streets provide good access and mobility without any conflict between vehicular and pedestrian movement because of the very good quality in transportation aspects, vehicular movement, pedestrian movement, pedestrian crossings, formal parking, and transportation management and regulation. Whereas, in Asian city streets, not only a conflict between pedestrian and vehicular but also with parking because of the attitude of the government and the people reflect what is believed culturally normal and accepted. Role of sidewalks also vary from culture to culture. In Western cities, sidewalks are used only as footpaths for pedestrians, where as in Asian, footpaths are used by pedestrians, motorcyclists, for parking as well as for informal markets. A contrast to the monoculture of the western, Asian streets are flexible and adaptable to various activities without any change in physical attributes of the street. Sidewalk activities changes over the course of the day, for example, in the morning fruit and vegetable vendors and people sitting and reading newspapers is a common sight, where as in the evening and night, the sidewalks are occupied by fast food vendors (Sivam & Karippanan, 2013; Mateo- Babiano & leda, 2005). Western cities practice horizontal segregation of spaces prescribing a one-space one-function design of spaces (this-Evensen, 1992), whereas in Asian; vertical segregation (multi­functional dimension wherein each function is segregated by time) design of spaces is practiced (Hall, 1990).

In the past, squares and streets were “small universes” where the character of the district and of the town as a whole was presented to the visitor in condensed form as they are the “activity focuses” of urban areas (Lynch, 1981). They used to represent a section of life (Norberg-Schulz, 1971). For many generations they have been providing urban communities with public open space right outside homes. But it is such common practice in modern city to regard the square as a roundabout to serve as traffic island and to regard the street as a road for motor vehicles as traffic channel. That is, their functions as a place have been quite overlooked. They are facilitating movements rather than facilitating communication and interaction between people and groups (Moughtin, 2003). They are primarily designed by the engineer to serve so many car units per hour, which facilitates the efficient movement of overflow (Moughtin, 2003). So they have become places of danger for citizens or so unattractive that forces people to stay within the privacy of their homes and move about in the relative sanctuary of the private motor car (Alexander et al, 1977).

Taking that situation in to consideration, livability concept is introduced through the changes in attitude towards city life to get the robed life back to the squares and streets. Livability let squares and streets to become important setting of city buildings, principal meeting and at the same time urban traffic junction and channels. They become places of great ceremonial occasions, spaces of an entertainment and spaces for cafes, restaurants, shopping and markets and green lots (Gehl, 1987). They are easily accessible and provide a variety of nested or interconnected spaces. They have a broad range of public amenities. They provide good access to sunshine, shade from sun, shelter from wind and rain, and generous greenery to rest the mind. They are flexible spaces that can be used for a wide variety of activities such as, reading, dancing, listening to music, people-watching, exercise and even informal street vending and farmer’s markets, and are complemented by sympathetic commercial uses e.g. cafes (Basak, 2011; Lusher et al, 2008). They provide “quality environmental conditions that support independence and freedom of choice; provide orientation, safety and comfort; encourage a sense of community yet provide sufficient privacy; foster a sense of neighborly ownership and responsibility; avoid disturbing nuisances; and enhance the economic value of adjacent property” (Metro, 1997). Livable squares and streets are places where more people want to walk and stay (Sitte, 1965).

3.5. International case studies on livable square and street

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3.6. Theoretical framework

There are number of studies dealing with the success of urban places; some have a physical approach (Cullen, 1961), and some others have a psychological approach (Alexander, 1977; Lynch, 1960). On the other hand, there are also studies such as PPS, 1983; Shofte, 2008; Gehl, 2010; Sahasrabudhe, 2011 and so on that provide an approach which is a combination of both physical and psychological approaches. In this section the concepts, variables and attributes which are introduced in various studies within the context of successful open public spaces are comprehensively categorized in to four basic livability variable groups. Those are: comfort & image, use & activity, access & linkage and sociability; regarding also the classification made by Project for Public Spaces (PPS, 2005). The data briefed in this section is the basis for the analyses, interpretations and discussions of the study.

3.6.1. Comfort and image

Comfort is about the feeling of physical relaxation and psychological satisfaction (Francis, 2009). The physical relaxation is due to the design of a place with proper physical setting and management strategies (Basak, 2011). It requires the availabilities of well designed and maintained physical elements such as seating¹³, shade trees, food and magazine kiosks, bulletin boards... in a right place (Francis, 2009). Mind relaxation or psychological satisfaction is directly related with “psychological comfort” and it is about being in a relaxing environment. It focuses on the safety issues¹⁴, on the size or scale of a space¹⁵ and proper use of natural elements (Carr et al, 1992). Image is regarding the identity and the “ambiance of a space” (Carmona et al, 2003). It is a combination of “what a place is actually like” (signifying the identity of a place or its physical form and setting) and “how a place is perceived” (Montgomery, 1998). In other words, it is a sense of place considered as the character or atmosphere of a place and the connection felt by people with that place.

Comfort and image are indicators of space livability whether local and cultural identity of the space is reflected; good seating, lighting, trees and other amenities are provided having a clear signage with local information (NYCSR, 2006). Perceptions included under those variables are: safeness, greenness, cleanness, attractiveness, historicalness, walkablility, sittability and stayability (PPS, 1983; Shofte, 2008; Gehl, 2010 & Sahasrabudhe, 2010). In relation to those perceptions, PPS has developed questions to be answered in an investigation of a place's comfort and image. Those are: Does the place make a good first impression? Are there more women than men? Are there enough places to sit? Are seats conveniently located? Do people have a choice of places to sit, either in the sun or shade? Are spaces clean and free of litter? Who is responsible for maintenance? What do they do? When? Does the area feel safe? Is there a security presence? If so, what do these people do? When are they on duty? Are people taking pictures? Are there many photo opportunities available? And do vehicles dominate pedestrian use of the space, or prevent them from easily getting to the space? (http://www.pps.org/reference/grplacefeat/ retrieved in 08/11/2012).

3.6.2. Use and activity

Uses are to mean the purposes of a space or a space usability, and it is must to ask a question like ‘who are the users?' when we talk about space uses. Lars Gemzoe in his book, “People and public spaces” (2008), has categorized users of open public spaces in to five user groups (Gemzoe, 2008). One, “The everyday users”, peoples that lives and works in the area of focus. Two, “The passers-by” or the pedestrians in transit; they are peoples in passing through the area. Three, “the recreational visitors”; which are in use of the area in relation to recreation and pleasure. Four, “The visitors or customers” are peoples that visit the functions in the area. There are also “visitors to planned activity”, peoples which are in visit of the area in relation to social events (Gemzoe, 2008). Table (3.1) shows the graphical presentations of the five user groups.

[...]

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¹ Mekelle can also be spelled as Me’kelle, Mekele and Meqelle (Cannon, 2009).

² Ketma’ a place locally understood as center of recreational and commercial activities. One can easily investigate this local and common naming of the CBD by listening to taxi driver assistances when they call their customers from any neighborhood.

³ One taxi: - possible to reach the CBD being loaded in one taxi only from any other areas of the city.

⁴ Romanat district - Romant square and its radiating primary streets(Selam, Hakfen, Alula and Agazi).

⁵ Visitor is a word interchangeably used with user to mean a person which is found in a place for any case.

⁶ The Sewat avenue - a lot of inhabitants of all income groups use this street to meet their friends, walk, play and experience the sunset or evening condition for an expanded time, even it is located one taxi away to the CBD which is in un-equal access like that of the CBD to all neighborhoods and most of its adjacent buildings are in construction which are not functional yet.

⁷ The indoor catering facilities are hospitality places such as coffee houses, cafés, restaurants, bars, hotels, etc.

⁸ Pay for a move is to mean to use motorized mode.

⁹ Bajaj- three wheeled motorbike, with a capacity of lifting three travelers.

¹⁰ The city's infrastructure is composed of transport infrastructure (road and public transport), green infrastructure (public parks, open green spaces and street trees), water supply and sanitation infrastructure and so on.

¹¹ The data collection times were in the morning, noon, afternoon and evening time durations of a day; i.e. (5am-10pm), also include working days, weekends and public event days.

¹² The defined boundaries are clearly seen in the map making section; they are represented as overlay of square pieces on the case area map.

¹³ Seating can be primary/formal like chairs and benches or secondary/informal like ledges, steps and bollards. Informal seating can provide additional seating in peak periods and the choice to sit where we want (Katie, 2006).

¹⁴ Both ‘perceived’ and ‘actual’ safety issues. That is, even locations that are free from crime may still feel unpleasant or dangerous to users, mainly due to the absence of pleasant microclimate conditions and management issues (Katie, 2006).

¹⁵ For example in case of a square; where ever the square is, its dimensions represent the character of its space whether it is friendly, cozy, intimate, political, unfriendly etc. That is, “very large spaces” may feel unfriendly, and “too small spaces” on the other side may feel claustrophobic (Shaftoe, 2008).