Birhanu GirmaBenoni Ayele2026-07-272026-07-272026-06-01https://etd.aau.edu.et/handle/123456789/8691Pedestrian mobility constitutes a foundational pillar of sustainable urban development, yet active commuters in rapidly motorizing African cities remain disproportionately exposed to structural, behavioral, and environmental safety hazards. In Addis Ababa, where walking accounts for an estimated 60% to 80% of all daily commuting trips, the urban built environment has historically prioritized vehicular flow over pedestrian protection, generating acute safety deficits. Kolfe-Keranio Sub-City exemplifies this tension, characterized by massive pedestrian volumes, dense mixed-use land-use patterns, and high-speed arterial corridors that concentrate pedestrian-vehicular friction. Despite prior studies examining accident frequencies and pedestrian level of service, a critical empirical gap persists regarding how cumulative safety hazards directly restrict overall walking efficiency and functional urban mobility. This study examines the effect of pedestrian safety hazards—operationalized as Pedestrian Infrastructure (PI), Traffic Conditions (TC), Environmental Factors (EF), and Pedestrian Driver Behaviors (PDB)—on urban pedestrian mobility within Kolfe-Keranio Sub-City. A quantitative cross-sectional research design was adopted. The target population comprised active daily commuters intercepted along major arterial corridors measuring 20 meters or more in width. Using a multi-stage sampling framework guided by land-use and road network maps, 384 structured questionnaires were distributed during peak hours, yielding 366 valid responses (95.3% response rate). Bivariate Pearson correlation and Ordinary Least Squares (OLS) multiple linear regression were employed for data analysis. Results indicate that the combined regression model is highly significant (F(4, 361) = 67.071, p < 0.001), collectively explaining 42.6% of the variance in Pedestrian Mobility (R² = 0.426). All four independent variables exert statistically significant positive effects on mobility (p ≤ 0.001). Pedestrian-Driver Behaviors emerged as the strongest predictor (β = 0.375, t = 9.028), followed by Environmental Factors (β = 0.303, t = 6.905), Pedestrian Infrastructure (β = 0.244, t = 5.972), and Traffic Conditions (β = 0.146, t = 3.340). Multicollinearity diagnostics confirm model integrity, with all Variance Inflation Factors below 1.22. The study concludes that pedestrian safety hazards in Kolfe-Keranio Sub-City function as active mechanisms of mobility suppression, particularly for vulnerable groups including children, the elderly, and persons with disabilities. The findings validate the global Safe System Approach, confirming that sustainable urban walkability demands a deliberate transition from vehicle-centric planning toward an integrated, pedestrian-centered built environment. Priority recommendations include enforcing automated speed management along arterial roads, installing continuous street lighting, constructing uninterrupted non-motorized transport corridors, and redesigning high-risk commercial intersections with pedestrian-actuated signals and raised crosswalks.enedestrian Safety HazardsUrban Pedestrian MobilitySafe System ApproachNonMotorized TransportUrban WalkabilityKolfe-Keranio Sub-CityAddis AbabaThesis