The global status report on road safety (2018), launched by WHO in December 2018, highlights that the number of annual road traffic deaths has reached 1.35 million. There has been no reduction in the number of road traffic deaths in any low-income country since 2013.
Road traffic injuries are now the 8th leading cause of death for all age groups; particularly people aged 5-29 years. The burden is disproportionately borne by pedestrians, cyclists and motorcyclists, in particular those living in developing countries. More than half Road deaths are among vulnerable road users: pedestrians, cyclists and motorcyclists. (World Health Organization, Global status report on road safety, 2018).
According to global status report on road safety (2018), Countries in Africa and South-East Asia have regional rates of road Traffic deaths higher than the global rate with 26.6 and 20.7 deaths per 100,000 populations respectively. This is followed by countries in the eastern Mediterranean and western pacific, which have regional rates comparable with the global rate with 18 and 16.9 deaths per 100,000 populations respectively. Countries in the Americas and Europe have the lowest regional rates of 15.6 and 9.3 deaths per 100,000 people respectively. In terms of progress made, in three of six regions (America, Europe, and Western Pacific), the rates of death have decreased since 2013.  (Organization, 2018)
The variation in rates of deaths observed across regions and countries also correspond with differences in the types of roads users most affected. Globally, pedestrians and cyclists represent 26% of all deaths. Africa has the highest proportion of pedestrian and cyclist mortalities with 44% of deaths. In south–East Asia and Western Pacific, the majority of deaths are among riders of two–and three wheelers who represent 43% and 36% of all deaths respectively (World Health Organization, Global status report on road safety, 2018).  Although pedestrian, cyclists and riders of motorized two- and three wheelers-are more vulnerable as a result of being less protected than car occupants, the heavy burden of deaths borne by these road users is also a reflection of infrastructure and vehicle design that prioritizes cars and other motorized transport. Despite the prominence vulnerable road users in many parts of the world, many of whom cannot afford or do not have access to the safest vehicles, they are still largely ignored in the planning, design and operation of roads. 
In many countries, roads still lack separate lanes for cyclists or adequate crossings for pedestrians and allow motor vehicle speeds that are too high. The design of roads can have a considerable impact on their safety. Ideally, roads should be designed keeping in mind the safety of all road users. This would mean making sure that there are adequate facilities for pedestrians, cyclists, and motorcyclists. Measures such as provisions of walkway footpaths, cycling lanes, safe crossing points, and other traffic calming measures can be critical to reducing the risk of injury among these road users. 
According to Ethiopia non-motorized transport strategy 2020-2029 infrastructures for all users in a vibrant and comfort urban space. Main roads in many Ethiopian cities and some rural centers have basic footpaths. Yet streets in outer areas often have a lower-quality walking environment. On many streets, walkways are absent or inadequately sized. Universal access features such as kerb ramps and tactile paving have been introduced along some streets but are not yet widespread. Moreover, parking encroachments and poorly placed street furniture often push pedestrians to walk on the road.
Pedestrian crossings are critical to the safe mobility of pedestrians. In Ethiopian cities and rural centers, streets typically lack well-designed pedestrian crossings. Where crossings exist, they are usually indicated only with paint and lack signals or traffic calming measures to manage vehicle speeds. The distance between formal crossings is very long, contributing to the tendency of pedestrians to cross at any point along the road. Crossing points are poorly coordinated with points of attraction and pedestrian desire lines. The physical layout of streets and the provision of walkways, crossings, and other infrastructure are important to developing a splendid pedestrian walkway environment.
In Addis Ababa all major streets require high-quality footpaths. Well-planned footpaths Provide continuous space for walking. They also support other activities such as street vending and waiting at bus stops without compromising pedestrian mobility. The success of a footpath depends on the integration of multiple elements in a coherent design. Footpaths need to be unobstructed, continuous, shaded, and well lit. Pedestrian Network (Addis Ababa Non-Motorized Transport Strategy 2019-2028).
The share of pedestrian trips varies widely across the city. For example, in the Addis Ketema sub-city, walking accounts for 78% of trips, while in the Bole sub-city only 40% of trips are made on foot.  (Wenyu Jia et al., 2022).
In this respect this study was look into the provision of walkway infrastructures and its impacts on pedestrian safety in Addis Ababa focusing on the case of Addis Ketema sub-city and proposes measures that was contribute to improve workability infrastructures and make walking safe and at last save pedestrian lives.
make APA referencing for the above ?