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Acknowledgements
First of all my chief thanks goes to the Lord, God and I hold the greatest respect and
thanks for my advisors, Dr. - Ing. Daniel Kitaw, Associate Professor in Mechanical
Engineering Department, for his guides, instructing, advice, giving this opportunity and
support throughout the entire dissertation. I feel I have really been lucky to be working with
someone like him.
I deeply thank my Co-Advisor Mr.Gulelat Gatew, for all what he delivered to me in
weekly assessment and my progress during my stay in the university on the dissertation
work; and also want to appreciate his valuable comment that makes me to think out of the
box, which contributes much in the quality of my work.
In third place I would forward my great thank to Ato Abebe Asrat Ethiopian Transport
Authority who helped me in editing the paper and commenting with necessary data support.
Next my appreciation goes to East shewa Police office, Oromia police Commission,
Addis Ababa Police Commission, Ethiopian Road authority, Ethiopian Transport
Authority, and regional police centers.
I am grateful to my Brother Tesfaye Jilcha (Abera) for making the sun shine even the
cloudiest day in monetary support and to my brother Girma Jilcha now passed by (God
bless him), and his wife W/O Tejitu Teshager for sharing my life in all necessary material
and ideas. I am lucky to have you.
I really appreciate my colleagues for their invaluable idea shares Shewit, Dagne,
Yenehun, Gezahegn, Netsanet, Ephrem, Desaleng, Tibebu, Tsige, Mihiret and the likes.
Finally I appreciate W/O Yeshi Ayele for support of PC to edit and compile the paper
with her valuable idea sharing.
Kassu Jilcha
Addis Ababa, September 2009
Abstract
This thesis discusses the growing problem of road traffic crashes, particularly in roads
from Gelan to Tukurwuha with particular reference to the magnitude, risk factors,
interventions and counter possible solutions to so many problems of the roads traffic
accidents. The 2004 World Health Report shows that of the 1.2 million people killed in
road crash worldwide, 85% are in developing countries.
The traffic police of Ethiopia usually reports human error, road environment and
vehicle factors as the main causes of road crashes. However, little documentation is
available on the broader underlying factors such as deficiencies in the breviaries changes,
ineffective road safety legislation and enforcement, systems for data collection and
management, and inadequate medical infrastructure for post-injury management in our
country. Although a variety of road safety interventions have been successfully applied,
little attempt has been made to promote and implement them. Every year, around 400
people are killed on Oromia roads and some are light and seriously injured [Federal Police
Central Bureau]. The governments have launched several campaigns, such as Think! and
Road Safety Campaign (RSC), to help people become aware of road safety issues and try to
reduce road accident.
This study tries to analyze the traffic accidents, and develop a preventive strategies and
possible counter measures for the route selected. This thesis has main functions. The aim is
to provide users with an understanding of the major causes of traffic accidents and present
using several Statistical tools. The system, if developed to include the whole network in
Galan to Tukurwuha, will support several target groups, viz. all road users, Traffic Police
and the Emergency and Fire Service through to insurance companies, and local
government. The ideal system will give people useful suggestions about how to improve
road planning and traffic management. In this paper, a survey is done on current prediction
models and visualization techniques. The study consists of two major parts: the first part
gives detail about the road traffic accident condition on the routes implementing for road
traffic management. In conclusion, the paper highlights the background of the growing
problem of road traffic injuries in the rural and city along these routes and provides some
basis for accident minimizing techniques.
CONTENTS
ACKNOWLEDGEMENTS ......................................................................................................I
ABSTRACT .....................................................................................................................III
LIST OF TABLE .................................................................................................................. X
1. THE PROBLEM AND ITS APPROACH ................................................................................ 1
1.1 BACKGROUND OF THE STUDY ...................................................................................... 1
1.2 THE STATEMENT OF THE PROBLEMS ............................................................................ 2
1.3 THE OBJECTIVES OF THE RESEARCH ............................................................................ 3
1.3.1 THE GENERAL OBJECTIVE ......................................................................................... 3
1.3.2 THE SPECIFIC OBJECTIVES ......................................................................................... 3
1.4. SIGNIFICANCE OF THE STUDY ..................................................................................... 3
1.5. DELIMITATION AND THE SCOPE OF THE STUDY........................................................... 4
1.5.1 SCOPE OF THE STUDY ............................................................................................... 4
1.5.2 LIMITATIONS OF THE STUDY ..................................................................................... 4
1.6 METHODOLOGY OF THE RESEARCH ............................................................................. 5
1.6.1 SOURCES OF DATA.................................................................................................... 5
1.6.2 METHODS OF DATA PROCESSING AND ANALYSES .................................................... 6
1.7. DEFINITION OF TERMS ................................................................................................ 6
1.8. ORGANIZATION OF THE PAPER .................................................................................... 7
2. REVIEW OF RELATED LITERATURE ................................................................................ 9
2.1. INTRODUCTION TO TRANSPORTATION......................................................................... 9
2.2 TRAFFIC ACCIDENTS .................................................................................................... 9
2.3. INTERNATIONAL FATALITIES AND INJURIES ................................................................ 9
2.3.1 THE TRANSPORT APOCALYPSE (DISASTER) .............................................................. 9
2.3.2. THE MAGNITUDE OF THE PROBLEM ....................................................................... 10
2.4. AFRICAN ROAD ACCIDENTS AND FATALITIES........................................................... 10
2.5 PATTERNS OF URBAN GROWTH AND ROAD TRAFFIC DEVELOPMENT ........................ 11
2.6. ETHIOPIAN ROAD ACCIDENTS AND INJURIES ............................................................ 12
2.7. MAJOR FACTORS FOR THE ROADS TRAFFIC ACCIDENTS ........................................... 13
2.7.1. CAUSES OF ROAD ACCIDENTS ............................................................................... 13
2.7.2. RISK FACTORS FOR ROAD TRAFFIC CRASHES AND INJURIES ................................. 14
2.7.3. ROAD ACCIDENT COSTING EVALUATION .............................................................. 14
OF THE
WEATHER
AND
ITS IMPACT
FOR THE
OCCURRENCE
OF
ACCIDENTS ...................................................................................................................... 71
List of Table
TABLE 2.1: HADDON MATRIX ..................................................................................... 16
Table 3.1:-The total accidents in their severity types ................................................ 27
Table 3.2: The daily accidents contribution of 2007/08 ............................................ 32
Table 3.3: The Debreziet roads traffic cost estimation (1997-2000 E.C) ................. 33
Table 3.4: Daily occurrence of traffic accidents on Mojjo (2008/09) ....................... 33
Table 3.5: Summery of places with their frequent accidents condition .................... 48
Table 4.1: The number of respondents in the interview ............................................ 50
Table 4.2: The drivers and the vehicles relationship ................................................. 59
Table 4.3: Accidents faced animals ........................................................................... 75
Table.4.4: The Types of people injured by the accidents .......................................... 75
Table 4.5 Damaged numbers of vehicles .................................................................. 77
Table 4.6: The Estimated cost of the property damage ............................................. 80
Table 4.7 Fatality, serious injury, slight injury and property damage ....................... 80
Table 4.8: Haddon matrix methods for problem identifications .............................. 81
Table 4.9: The types of people injured by the accident ............................................. 83
Table 4.10: summery of problems types ................................................................... 84
Table 4.11: Cost of the accident ................................................................................ 84
List of Figures
Figure 2.1: Global distributions of road deaths ..................................................... 11
Figure 2.2: The accidents occurring in built up and non- built up areas .............. 22
Figure 3.1 Flow diagram of the study routes/roads path ....................................... 24
Figure 3.2 Map of the study road: Gelan Tukur Wuha Road .............................. 25
Figure 3.3:- The roads accidents in a week days (2008/09) .................................. 27
Figure 3.4: New Bus Station (D.Zeit) surrounding ............................................... 30
Figure 3.5 Accident on Debreziet Kebele 03 and Infront of Adaa hotel .............. 31
Figure 3.6 D.zeit Ayer Hail 2nd & 3rd get accident situations ............................. 31
Figure 3.7: Hude kebele g/m (Adaa, Bermuda) road section ............................... 34
Figure 3.8: Mojo megbia shoa goga (lome) road section ..................................... 36
Figure 3.9: Tede and Jego Gidada (Lome) road section ....................................... 37
Figure 3.10: Malima Beri (Bora) road section ...................................................... 38
Figure 3.11: Meki bridge (dugida) road section ................................................... 40
Figure 3.12: Wollen Bula (Ziway) road section .................................................... 41
Figure 3.13: The Daily traffic occurrence from the statistics of 2001 ................... 44
Figure 3.14: Kuyera Hospital (Shashemane) road section..................................... 45
Figure 3.15: Toga /Shashemane/ road section ....................................................... 46
Figure 4.1: The respondents versus the accident causatives ................................. 51
Figure 4.2: Factors influencing road traffic accidents .......................................... 53
Figure 4.3: The Pie chart shows us daily roads traffic accidents ........................... 54
Figure 4.4 Hourly accidents registered .................................................................. 55
Figure 4.5: The traffic accidents caused by the drivers age category.................. 56
Figure 4.6: The Traffic Accident Causality by Gender Group .............................. 57
Figure 4.7: The Accident rates by the educational background............................. 58
Figure 4.8: The drivers experiences vs. accidents ................................................ 60
Figure 4.9: The driving license level and accident percentages ............................ 61
Figure 4.10: The service life of the vehicles and accidents committed ................. 61
Figure 4.11: Types of the vehicle caused injuries ................................................. 62
Figure 4.12: The vehicle problems and its accidents situation .............................. 63
Figure 4.13: The road type and the accidents conditions....................................... 64
Figure 4.14 Most common areas those are exposed to vehicle accidents.............. 65
Figure 4.15: The roads branching design system................................................... 66
Figure 4.16: The condition of the roads where most common accidents were
committed .............................................................................................................. 67
Figure 4.17: The roads junction type and the occurrence of accidents condition . 68
Figure 4.18: The roads layers types and accident consequence ........................... 68
Figure 4.19: The roads environmental conditions ................................................ 69
Figure 4.20: The type of accident committed ........................................................ 69
LIST OF ACRONYM
UNESCAP= United Nations Economic and Social Commission for Asia and the Pacific
WHO = World Health Organization
TRL = Transport Research Laboratory
GRSP = Global Road Safety Partner ship
ADB = Asian Development Bank
RTA = Road traffic accidents
UK= United Kingdom
LIC = low income countries
HIC = High Income Country
MIC = Medium Income country
AADT = Annual Average Daily Traffic
UNDP = United Nation Development Program
BTAC = Bureau of Transport and Communication
BWUD= Bureau of Works and Urban Developments
DALYS = Disability Adjusted Life Year
EMA = Ethiopian Mapping Agency
FTP = Federal Traffic Police
GNP= Gross National Product
NUPI = National Urban Planning
Institute
OECD = Organization of For Economic Cooperation and Development
PIA = Personal Injury Accident
RTA = Road Transport Authority
RA = Road Accident
UNCHS = United Nation Center for Human settlement
UNDP = United Nation Development Program
UNTACDA = United Nation Transport and Communication Development for Africa
ERA = Ethiopian Road Authority
IRSA = International Road Safety Academy
RTS = Road Traffic Safety
VIO = vehicle inspection officials
FRSC = Federal Road Safety Corps
FRSA = Federal Road Safety agency
DTSE = Driver and Traffic Safety Education
USD = United State Dollar
ADB = American Development Bank
US= United State
ETB = Ethiopian Birr
MVA=Motor vehicle accidents
RTI = Roads traffic Injuries
A.A = Addis Ababa
ETA= Ethiopian Transport Authority
G/M = Gebere Mahibe
BPR= Business Process Re-engineering
Chapter One
1. The Problem and Its Approach
1.1 Background of the Study
Transportation of motor vehicle started in Ethiopia in 1901 E.C. In 1904 road roller
truck was given to Atse Minilek by Austria king. In 1907 E.C the other motor vehicles
from England and Germany were brought to Ethiopia (14).
As transportation has many economic and social uses, in many cities today it is also
generating significant social and economic costs. These costs arise from the external effects
of traffic system, particularly accidents, congestion, consumption of public space, air
pollution, noise, and disruption of social and economic interaction (1, 2). These
externalities of traffic are especially pertinent in urban areas because here spatial densities
are high and the infrastructure networks are most intensively used.
Driving throughout Ethiopia is difficult and possesses a serious safety concern. Motor
vehicle accidents (MVA) both serious and fatal are a common problem. High speeds, poor
road conditions, general disregard by other motorists and pedestrians for right of ways, as
well as uncontrolled livestock wandering into the roadway are contributing causes for
MVA. Small overloaded trucks belonging to independent transport operators are involved
in or cause numerous accidents as a result of their high speed and driver fatigue. High
traffic intensity increases the occurrence of accidents on the study site and on the country as
a whole.
The study site shows that the accident rate is increasing from time to time as the
population of the traffic intensity from Ethiopian Road Authority shows. Especially the
traffic accident is very high in between the roads Addis Ababa to Modjo roads because the
proximity of the roads to the capital, the port of the country and the whole vehicles meeting
to the same junction on Modjo district.
Most of the accidents occurred were found in the analysis part is due to the drivers
speed and carelessness in the Oromia region from Gelan beneath Addis Ababa to the region
of Tukurwuha near to Hawassa. In most survey studies drivers have the custom of drinking
alcohol, smoking, and chewing chat those leads them to committee accident
unintentionally.
The problem of road network design for the roads, the vehicles failure, the speed of the
drivers and other factors on the Oromia region aggravated to search the mechanisms those
could crack the problem of the accidents of the roads traffic in the Oromia region. But the
two mentioned troubles which are the roads network design and the vehicle failure may not
the first issue in the current situation in these roads. The current issue needs to pay its
concentration on drivers.
Among the leading in roads traffic accident in the world one is our country, Ethiopia
that is according to the conferences held in 1999 by Dr. Mesfine Bantayehu Ethiopia, the
first in traffic accident rate fatality leading among the commonest traffic accident
practicing countries in the world. Therefore identifying these evils only is not enough
unless and otherwise we find the rapid mechanism that solves these high rate of growth of
roads accident in our country, Ethiopia.
The strategies of preventions and the potential counter measures should be taken soon
now by everybody by creating awareness and setting training program for drivers,
pedestrians and all road users. The strategies and counter measures used to reduce or
minimize accidents could be categorized as long term and short term strategies in the
counter measure part discussion. From the whole body of the discussion the conclusion and
recommendation are drawn based on the findings.
1.2 The Statement of the Problems
Although road traffic accidents are a major global public health problem, most of it
occurs in low- and middle-income countries including Ethiopia. Pedestrians and passengers
of commercial vehicles are the most vulnerable in Ethiopia, whereas in high-income
countries crashes involve primarily privately owned vehicles with the driver being the main
car occupant injured or killed. In the United States of America, for instance, 60% of the
fatalities account to car drivers, while in Ethiopia, 5% account to drivers. This implies that
in one crash the number of people killed or injured in Ethiopia is about 30 times higher than
in the US [7, 23]. Poor road network; absence of knowledge on road traffic safety; mixed
traffic flow system; poor legislation and failure of enforcement; poor conditions of
vehicles; poor emergency medical services; and absence of traffic accident compulsory
insurance law are key determinants of the problem. There is currently no national policy on
the prevention of road traffic accidents; however, there are draft strategies on road safety.
Road traffic accidents are a huge public health and development problem in Ethiopia. Its
current situation requires a high level political commitment, immediate decisions and
actions in order to curb the growing problem. Otherwise, it will get worse from day-to-day
as motorization and population increase rapidly.
The challenges of road traffic injury in different parts of Ethiopia are one of the most
critical problems of Ethiopia. The most problems occur on the roads from Addis Ababa to
Hawassa parts as the drivers do not care for the life and properties while driving at high
speed. On this ways many animals, human being can cross the roads to complete their daily
activities. But the road had caused many dangers to the people and the animals as well as
the properties of the region.
The main problems in Ethiopia, specifically, on the way from A.A to Hawassa road
cross areas as the police commissions of the country reported some of the biggest problems
are:
Death of life due to carelessness of drivers, over speeding, passengers, pedestrians and
crushing of other vehicles due to improper rule accepting and others problems.
1.3 The Objectives of the Research
1.3.1 The general objective
The study is to examine the extent and variations of road traffic accidents and to
investigate the major causes contributing to road accidents on the Oromia roads. Based on
the analyses, some possible remedial measures for road traffic accidents and other related
route transport problems will be suggested in order to promote smooth mobility and safety.
1.3.2 The specific objectives
1. To identify the road traffic accident patterns that exists in Oromia zones
2. To assess social and economic costs which were incurred due to road traffic
accidents
3. . To examine the spatial and temporal variation of road traffic accidents.
4. To assess accident differences between different means of road transport
5. To evaluate the existing road traffic management systems, in terms of
coordination, manpower distribution and availabilities of resources, data
handling methods
6. . To determine the major causes and contributing factors of road accidents with
respect to drivers, pedestrians, vehicles and road environments.
7. To suggest some possible strategies and counter measures that will contribute to
reducing the problems of road accidents.
1.4. Significance of the Study
This study is mainly concerned with road traffic safety in Oromia region. Emphasis is
given to studying and measuring the traffic behavior of school children, pedestrians, drivers
and others. In addition, problems related to the road environment, condition of vehicles and
police enforcement were identified. Therefore, the significance of the study can be stated as
follows:
Even though the study is carried out for academic purposes and it is confined to a single
route, it could be helpful to have a deeper knowledge about the complex problem of rural
and urban road transport in general and accidents in particular.
The findings obtained from the study would be helpful to gain information and
knowledge about the patterns of road accidents in the town and rural, which in turn could
help to develop countermeasures that could reduce the number and severity of accidents.
It is important for the police for law enforcement and distribution of man power for
surveillance (observation).
It is important to the government, Ethiopian Transport Authority and Ethiopian Road
Authorities to determine the need for road improvements, vehicle inspections and to initiate
programs for educational and propaganda purposes.
It also helps as a source of information for those institutions concerned with road safety
management and helps to improve the quality of decision-making in urban and rural road
transport safety planning.
Finally, it helps to carry out further research to refine the conceptual and methodology
of the present study.
1.5. Delimitation and the Scope of the Study
1.5.1 Scope of the Study
The scope of the study is on the accident severity and main causes of the accidents on
the routes from Gelan to Tukurwuha over few years of data analysis. This study mainly
uses the information collected from the archives of the Oromia Traffic Police Traffic
Accident Control and Inspection Office that is available only for 1 year, 2 year, 5 years and
some 11 years (1990-2000E.C). Information from the archives of the Addis Ababa
Transport Authority, Ethiopian Road Authority, Federal Police Commission, Oromia Police
Commission, Oromia State Police offices, East Shoa Police Administration, the Towns City
administration Offices and other sectors.
1.5.2 Limitations of the Study
The absence of information related to Roads Traffic vehicle accidents in terms of their
number, type, distribution, traffic flow and other related factors, made this study difficult.
Also since the available data is more general, the study has to relay on data from the
archives of the traffic police, which are bulky and uneconomical in terms of time and
resources. Also it was hard and tiresome to convince the respondents about the aim of the
study. The other draw back of the police traffic data is that the data is employed manually
that some of the statistical data were lost somewhere else in the offices. Improper handlings
of data were strongly seen in every police traffic offices. The data being handled manually
the method to obtain was to write and copy from the concerned department. The other tidies
work was seen while transferring the data from the hard copy to computerized information
beside the analysis of the raw data into information. Some of the police traffic offices were
tidies to give the available data giving appointment and on the appointment day not
responding for the appointment by putting reasons such as one of the member who is
responsible went for work to the field survey.
Therefore, shortage of time, absence of recent information and limited cooperation of
the government offices such as Traffic Police Commission, were the main problems that the
researcher had to face during the survey and data collection phase.
1.6 Methodology of the Research
1.6.1 Sources of Data
The main types of data used in this thesis are primary and secondary sources. Several
techniques were employed to collect primary data. Some of these include: attitudinal
surveys involving structured interviews, field observations of vehicle flows and real road
situations from Addis Ababa to Nathret, then Hawassa.
In this study, four structured attitudinal type of interviews were designed. The first was
completed by the pedestrians, the second by school children, the third by drivers and the
fourth by cyclists or carts drivers.
The interviews were designed to allow the researcher to identify the most profound
difficulties and traffic safety problems that road users face while moving along and
crossing the roads of the town. It is also designed to serve the researcher to identify the
level of adherence and understanding of traffic regulations of the individual person being
interviewed. In addition, the interviews were designed to allow the researcher to provide
measures of the traffic experience, perception, attitude as well as stated driving and road
crossing behavior of drivers, children, pedestrians and cyclists.
Secondary data for road accidents were obtained from the police accident files of
Oromia zones in Addis Ababa and Oromia. Moreover, related review literature from
different books, proceedings, reports, international organization publications, and internet
waves have been consulted.
The study identified four main locations or streets in the Oromia zone that has been
characterized by a dense vehicle and pedestrian movement and most common injuries
contributory for the country. Pedestrians, school children, drivers and cyclists/ cart drivers
were randomly selected and interviewed in these areas.
In respect with the distribution of the number of accidents among main roads and
residential streets, the traffic police data of 2004/05-2008/2009 indicates that 75-85 % of
the accidents occurred on these four categories of streets, namely:
1. Gelan to Bishoftu Roads
2. Bishoftu to Mojdo Roads
3. Modjo to Arsinegele Roads
Road Traffic Accident - is defined as a rare, random and multiple factor events always
preceded by a situation in which one or more road users have failed to cope with the road
and its environment.
Serious Injuries - Injury requiring admission to hospital as an in-patient
Slight Injuries - a traffic casualty, which is minor injury not requiring hospital admission
as an in-patient.
Traffic Accident -Are any vehicle accidents occurring on public high way (i.e. originating
on, terminating on, or involving a vehicle partially?
Black Spots - These are spots where road accidents do cluster together
Casualty - This refers to road crash victims that include injuries and fatalities.
Fatality Index - This is the proportion of the number of persons killed to that of the total of
injured persons.
Fatality Rate - This is the number of deaths per licensed vehicle.
Hit and Run Accidents - This refers to the situation when drivers of motor vehicle fail to
stop and report to a police station after they cause road accidents.
Kebele- is the lowest administrative unit in Ethiopia.
Less Educated - This term includes those people that have not completed secondary school
education.
Less Experienced Driver - A driver with a driving experience of less than five years.
Non-Injury Accidents - This indicates no injury to persons but only damage to vehicles.
Severity Index - It is the proportion of the number of fatal accidents to the total number of
injury accidents.
Slight Injury - It is an accident where there are slight injuries to the persons involved like a
cut, sprain or bruise.
Traffic - movement of people and vehicles along roads and streets.
Traffic Accident- It is an accident that occurs owing to the presence of a motor vehicle on
a road, where by injury or damage is caused to any person, vehicle, etc.
Wereda- is the second higher administrative unit in Ethiopia.
Woyalas- Are those people who work as an assistant to a taxi driver.
1.8. Organization of the Paper
The paper is organized in six chapters. The preceding chapter is an introductory part,
which contains the problems, objectives, methodology, and limitation of the study and
definition of terms. Chapter two highlights review of studies on road traffic accidents from
different angles. Chapter three elaborates the background of the study area, which discusses
physical setting, demographic features and accident situations and characteristics. Chapter
four deals with methodologies, the data analysis, and interpretation of the data to make soft
all the raw data showing the main causes of the roads accidents and change it in to
information to bring the possible solution. Chapter five contains the preventive strategy and
possible ways that will bring down the problems causing factors and contributing to road
traffic accidents are discussed in this chapter. Finally the conclusion and recommendation
are drawn from the document with remedial recommendation of the problem.
Chapter Two
2. Review of Related Literature
2.1. Introduction to Transportation
Transportation could be divided in to three main areas, the Land transportation, the
water transportation and the aerial transportation. The most focus area of this thesis is on
the transportation of the lands. The transportation of land to mean that it focuses on the area
where there is a strong traffic intensity of the flows. As transportation is vital for the socioeconomic development of one country, it needs a great emphasis on its proper management.
But behind the impotency of the transportation there is high severity of road traffic
accidents in the world currently as the number of motor vehicle on land increases from time
to time.
2.2 Traffic Accidents
A traffic accident is defined as Any vehicle accident occurring on public highway (i.e.
originating on, terminating on, or involving a vehicle partially on the highway) [3, 7].
Road traffic accidents (RTAs), here defined as An accident that occurred on a way or
street open to public traffic; resulted in one or more persons being killed or injured, and at
least one moving vehicle was involved. Thus, RTA is collisions between vehicles; between
vehicles and pedestrians; between vehicles and animals; or between vehicles and fixed
obstacles [2, 4, 5], are a major global public health challenge otherwise noted.
Every year about 1.2 million people are killed and more than 20 million are injured or
disabled globally [19]. About 85% of annual road-traffic related deaths. Road traffic
injuries are expected to take third place in the rank order of disease burden by the year 2020
[5]. Multiple-vehicle traffic accident refers to a crash between two or more moving
objects. Unlike single-vehicle accidents, not all drivers involving in a multiple-vehicle
accident are responsible for the occurrence of the event. Accordingly, variables such as
road type, speed limit and number of vehicles involved in the accident are expected to play
a much more important role in association with injury severity in multiple-vehicle accidents
[7, 11].
2.3. International Fatalities and Injuries
2.3.1 The Transport Apocalypse (Disaster)
In higher-income countries, road traffic accidents are already among the top ten leading
causes of disease burden in 1998 as measured in DALY(disability-adjusted life years). In
less developed countries, road traffic accidents were the most significant cause of injuries,
ranking 11th among the most important causes of lost years of healthy life.
According to a World Health Organization/World Bank report "The Global Burden of
Disease", deaths from non-communicable diseases are expected to climb from 28.1 million
a year in 1990 to 49.7 million by 2020 - an increase in absolute numbers of 77%. Among
diseases the road traffic accident which is 9th in 1998 will suggested to reach the 3rd sever
in the world in 2020. (See information in Appendix I, Table A-40).
2.3.2. The Magnitude of the Problem
On average in the industrialized countries, and also in many developing countries, one
hospital bed in ten is occupied by an accident victim. Traffic accidents are a major cause of
severe injuries in most countries. In the WHO 1995 State of World Health Report, external
causes such as accidents and violence accounted for about 4 million deaths, or some 8% of
the total, again mostly among adults. Developing countries have nearly four times the
number of deaths from these causes as the developed world [10]. The comparison between
the developed and developing country accident condition is given in Appendix I, Table A38.
2.4. African Road Accidents and Fatalities
The growing awareness amongst multi-lateral and bi-lateral aid agencies of the
importance of road crashes as a major cause of death and disability throughout the
developing world is reflected in the recent establishment of the Global Road Safety
Partnership (GRSP). This has been set up under the framework of the World Bank's
Business Partners for Development Program and is a partnership of private sectors, civil
society and government organizations collaborating to improve the road safety situation in
developing and transitional nations [11, 35]. Following the setting up of the GRSP, the
Transport Research Laboratory (TRL) UK was asked to undertake a review of road safety
world-wide. This study identified that the number of people killed in road crashes in 1999
was between 750,000 and 880,000 and that, perhaps surprisingly about 85 % of these
deaths occurred in the developing and transitional countries of Africa, Asia, Latin America
and the Middle East. Estimates also suggest that among 23-34 million people are injured
world-wide in road crashes [11, 18, and 33].
Two countries alone account for almost 50% of all reported deaths, namely South
Africa and Nigeria. The South African value of over 9,000 appears to be consistent over
time. Other countries also showing significant numbers of deaths include Ethiopia, Kenya,
Uganda and Ghana [7, 11].
African Accident Profile
The burden of road fatalities is on the developing world where 86 % of the world's road
fatalities occur, with almost half of all fatalities in Asia. Figure 2.3 shows the regional
distribution of 750,000 fatalities, the low end of the range estimated for 1999 (750,000880,000).
Likewise, over the past 50 years, the percentage share of people living in urban areas of
Ethiopia has increased almost four times, that is, from 4.6 in 1950 to 19.9% in 2000, and
will increase to 26.2% in the year 2010.
Thus, rapid pace of urbanization associated with high population growth in the town
leads to increasing travel demands and the ranges of urban transport (25). The pressure on
urban transport systems is increasing in most cities of developing counties not only due to
urban population growth, but also the growth of motor vehicle ownership relative to
population growth. Gwallian in 1998 noted that an increase in the rate of motorization in
developing countries approached to 15-20 % per annum, in many of them largely higher
rates than urban population growth rates of 3-5% per annum. These indicate that the
worlds vehicle fleet and traffic congestion in developing countries of the world are
expanding rapidly.
Despite the large increases in vehicle ownership, current per capita vehicle ownership
remains low in comparison with that of developed countries TRL (2000) indicated that in
USA, Europe and Japan the ratio was only 2 to 3 people per vehicle, but this figure can be
as high as 500 to 1000 people per car in countries such as Malawi, Burkina Faso and
Ethiopia.
2.6. Ethiopian Road Accidents and Injuries
Ethiopia has one of highest road accidents in the world. In 2006, Peter Termeulen, head
of the International Road Safety Academy in the Netherlands, calls Ethiopias traffic death
rate incredible. For every 10,000 vehicles in Ethiopia, 180 people die in traffic-related
accidents. That compares to the United States where about 21 people die in traffic related
accidents for every 100,000 vehicles [21]. Too many people are really dying due to
crashes. Its an unacceptable situation in Ethiopia besides hunger and all kinds of terrible
diseases. Traffic is one of the main causes of the fatalities in Addis Ababa, he says, Its
not simply a matter of Ethiopians being bad drivers. Its more a matter of their not being
educated about road safety [11, 21]. The problem is there no real driver training. There is
no enforcement. There is no real education for traffic. So people have no understanding of
the danger of traffic. And at the moment they are improving the infrastructure, but at the
same time people have no perception of the dangers. So people are dying everyday on the
roads simply because they dont understand the danger. Ethiopians take tests before being
granted a drivers license. But those tests do not meet international standards [10]. The
director of the International Road Safety Academy (IRSA) says, Improving traffic safety
in Ethiopia will take a long time [3, 11, and 21].
Although road traffic accidents are a major global public health problem, most of it
occurs in low- and middle-income countries including Ethiopia. Pedestrians and passengers
of commercial vehicles are the most vulnerable in Ethiopia, whereas in high-income
countries crashes involve primarily privately owned vehicles with the driver being the main
car occupant injured or killed. In the United States of America, for instance, 60% of the
fatalities account to car drivers, while in Ethiopia, 5% account to drivers. This implies that
in one crash the number of people killed or injured in Ethiopia is about 30 times higher than
in the US. Road traffic accidents are a huge public health and development problem in
Ethiopia. Its current situation requires a high level political commitment, immediate
decisions and actions in order to curb the growing problem. Otherwise, it will get worse
from day-to-day as motorization and population increase.
In July 30/2001E.C the vehicle traffic accident causes 500 millions of birr bankruptcy
was reported in Ethiopia. As the traffic police of the country stated the property damage
estimated was 80- 100 millions per year. In 2008/09 the traffic accident caused death of
2161, heavy injury of 3367, and light injury of 3771 in a country. The 59% of the death
occurs on pedestrians and the 92% of the accidents caused by the drivers. The death in
1998 E.C was 2522 and in 2000E.C was 2160. The accident caused due to vehicle is
because vehicles come to Ethiopia after they give service to the homeland for 15 years.
The numbers of Ethiopian vehicles are 220,000 and the roads lengths covered by these
vehicles are 44,359km in the country. Therefore by the mentioned numbers of the vehicles
the accident committed by 200E.C was about 15086.
The country put a proclamation that insurance has to be given for the types of injury by
the proclamation number of 559/2000. The proclamation states that the third party should
insured according to the accident reaction faced. The limit of the insurance was reported as
follows. For body injury at least 15,000 birr, for the death at least 40,000 birr and for
property damage at least 100,000 birr.
Every year about 1.2 million people are killed and more than 20 million are injured or
disabled globally [10, 19]. About 85% of annual road-traffic related deaths in Ethiopia.
2.7. Major Factors for the Roads Traffic Accidents
There are many factors which affect the roads traffic accidents. These factors may
increase the severity of the accidents on the roads due to their negative impact contribution
for the road accidents.
2.7.1. Causes of Road Accidents
Road accidents are caused by three main factors. These main factors contribute a great
road accidents and damage of life, properties, etc due to the high magnitude of the errors
committed by the following main factors. The risks occurring due to these factors on the
world are not reducing rather increasing as the data shows that traffic accidents increasing
on the world continents. These main factors are:
3. Vehicle Defect
transportation. It is now realized that better and more efficient techniques of accident
information management system are required. The rapid population growth and increasing
economic activities have resulted in the tremendous growth of motor vehicles [3, 10, and
15].
The increasing number of road accidents is imposing considerable social and economic
burdens on the victims and various direct and indirect costs to individuals and government.
Road accidents cause injury, death, loss of property and damages to vehicles. All these
involve a monetary loss to the economy. When roads are improved, road accident rate will
come down. This results in quantifiable benefits to the economy. Though the overall death
rate has declined and expectation of life has gone up, the death risk on roads has
considerably increased. It must of course be borne in mind that in developing and emerging
nations, road safety is one of the many problems demanding its share of funding and other
resources [15].
In 2003 ADB conducted the survey and estimated that road accident cost 116 million in
the Kingdom of Cambodia United State Dollar [USD] during this year the road accident
caused 824 dead, 3,740 slight injuries and 2,714 serious injuries. In 2006 road accident
caused 1,157 dead, 3,967 serious injuries, 2,528 slight injuries [11, 18].
2.8. Identification of Risk Factors and Interventions
Improving road safety involves identifying the risk factors that contribute to crashes and
injuries, then identifying the interventions that reduce the risks associated with those factors
(25). A reference framework for identifying factors that have an impact on road traffic
injuries is the Haddon Matrix, which divides factors into human, vehicular and
environmental causes across three temporal phases - pre-crash, crash and post-crash.
Haddon Matrix
More than 35 years ago Dr. William Haddon Jr., the first head of what is now the
National Highway Traffic Safety Administration, developed the Haddon Matrix, a
conceptual model that applies basic principles of public health to the problem of traffic
safety. It remains an extremely useful and effective tool for revealing where and when to
best conduct traffic safety interventions and for fostering cooperation among different
agencies. The matrix illuminates injuries in terms of causal and contributing factors, as well
as in terms of a time sequence consisting of pre-event, event, and post-event phases.
Haddon matrix is shown below in Table 2.1.
Pre-crash
crash
Human
Vehicle/equipment
Poor vision
Or reaction
time, Alcohol,
speeding, risk
taking
Failure to wear
seat belt
Failed brakes,
missing lights, lack of
warning systems
Post-crash High
susceptibility
alcohol
Malfunctioning
seatbelts, poorly
engineered bags
Poorly designed fuel
tanks
Physical
environment
Narrow
shoulders, ill-timed
signals
Poorly designed
guardrails
Poor emergency
communication
system
Social/
economic
Culture norms
permitting
speeding, red
light running,
DUI
Lack of vehicle
design
regulation
Lack of support
for EMS and
trauma system
The Haddon Matrix consists of four (or three) columns representing the causal agents in
the crash: the driver, the vehicle, and the physical and socio-economic environment (the
last of which can be combined to make it a nine-cell matrix), and three rows representing
time phases: pre-crash (before a potential vehicle collision), crash (the actual event), and
post-crash (the immediate aftermath). The value of the matrix is that each cell illustrates a
different area in which interventions can be undertaken to improve traffic safety. For
example, the top-left cell, representing the driver in the pre-crash period, identifies the area
where modifications to driver behavior can reduce vehicle collision rates. In this example,
it is poor vision or reaction time, alcohol consumption, speeding, and risk taking. Although
the three rows of time periods refer to events that occur in the pre-crash, crash, and postcrash phases, interventions naturally need to be planned well in advance of a crash.Those
apply to the pre-crash phase are designed to reduce the number of collisions. Interventions
apply to the crash phase don't stop the crash, but reduce the number or severity of injuries
that can occur as a result. Interventions that apply to the post-crash phase don't stop the
crash or injuries from occurring, but optimize the outcome for people with injuries, and
prevent secondary events from happening. Effective efforts at improving traffic safety
require that attention be paid to safety improvements in all 12 (or nine) cells of the Haddon
Matrix. Similarly, different agencies and organizations whose policies target are the same
cell should establish ways to work collaboratively to maximize their impact. This need for
both breadth and collaboration means that all agencies with a stake in traffic safety need to
be at the table together to direct a truly comprehensive and effective traffic safety effort.
2.9 The Traffic Safety Management and preventive strategies
The traffic safety management includes traffic safety administration management,
traffic safety technical management and safety facilities management.
essential feature from macroscopic, and reveal when, where and which kind of condition
would tend to cause the traffic accidents. It reveals also the difficult point of controlling and
preventing, and point out the directions for the prevention of the traffic accidents; the
distribution of the traffic accidents is the basic to prevent the traffic accidents, control
countermeasure and measure (17).
2) Person Management: The person management is considered on defending different
fields such as human body, psychology or physiology. Road traffic accidents always
connect with motor vehicle together, because only motor vehicles have strong lethality and
destroying strength. Physiology and psychology of driver include driving behind the wine
(medicine) and fatigue driving, not obeying the traffic regulation to give way, going over
the speed limit and negligence, etc, and those phenomena violating the regulations is
become the major part of the causes of accidents.. Therefore it should improve
psychological and physiological quality of the drivers by the traffic safety management.
3) Vehicle Management: Vehicle is an important element of the traffic system of the
road, which has close contacts with traffic safety. Though in the statistic of the traffic
accidents, the reason of the driver accounts for sizable proportion, and the accidents
directly caused by vehicle problem do not exceed 10%(17), but this does not mean the
vehicle has a little effect on traffic safety of the road.. So vehicle should be managed to
improve the safe practice. Before the vehicle registers the license, or in the charge stations
and vehicle measuring stations, it examine regularly the design of appearance and center of
the vehicle, brake technology, slip resistance performance of tire, seat safety belt, safe
gasbag, the brake performance, light, steering wheel turning performance in fixed position.
It defends and prevents trouble before it happens.
4) Road Management: While human behavior is a significant factor in causing
crashes, the road itself is also important because it can have an effect on human behavior.
Good roads can also play an important role in reducing accident severity. Those
substandard roads, which surface are narrow, low quality and slope heavy and line shape
can mislead to the drivers and pedestrians, which cause the emergence of the traffic
accident (17) .So, check to the special road to pinpoint the problems and put forward the
corresponding measures in time, avoiding the traffic accidents to happen.
5) Environmental Management: Environmental management main includes:
separating the going of motor vehicle and non-motor vehicle effectively, controlling the
road traffic, setting up the essential safety devices, such as the slope falls, cut curved,
setting up guard rail, traffic sign, marking, green coverage plan straight road to lightening
the driver's tired degree, lighting condition of the road, etc (17). Through the environment
of management in the road, carrying on overall and systematic management to the traffic
environment, reducing the traffic accidents caused from problem of the traffic environment.
Explanation of mechanism.
A cc id en t sh ared
The media and propaganda style and the rule to be set on drivers license are
different when compared with the previous law.
The traffic intensity and the extent of the road traffic accidents situation in the
moment make it vary from the previous time
The strategies and recommendation are different in their contents, etc
50.00%
45.00%
40.00%
35.00%
30.00%
25.00%
20.00%
15.00%
10.00%
5.00%
0.00%
Joining country side
Joining provinces
Gravel road
Town road
Type of roads
Fig 2.2: The accidents occurring in built up and non- built up areas
In the state of the art and the current circumstances of the traffic accidents were
discussed. The difference between this thesis and the previous thesis done in Addis Ababa
and other Ethiopian towns were discussed by taking main points that make different in the
preceding chapter.
Chapter Three
3. Over View of the Study Site and the Traffic Intensity
Highlights of the roads route environment accident situation and the important locations
from the available data will be discussed in the succeeding sections to have an over view
and the switch to the data analysis and interpretation of the findings in the next to this
section.
3.1 Introduction to the Location and Network Places
As we leave Addis Ababa we come across the place beneath the Akaki a place called
Gelan and the one in which the ending part of the project scope limit is called Tikur Wuha
around the entrance of Hawassa town. The rurar parts or the main roads in which the
project sets its target are sequenced in the following flow chart.
Figure 3.2 Map of the study road: Gelan Tukur Wuha Road
The Accidents location and states at the present in the main road selected should be
analyzed to leave a clue to the Oromia State police commission and the responsible body
for the roads traffic accidents in the selected streets. The project once give a clue to the
regional sectors, they can able to prepare their own traffic controlling mechanism not only
for these selected roads but also for all the regions and cities in the Oromia region. If they
had this over view they could give insight of how to control the roads traffic accidents
burden and reducing mechanism. The project targets on the following four main organized
areas to analyze the data obtained on these regions. The organization will go on the four
categories of the way. These categories are:
Gelan to Bishoftu Roads
Bishoftu to Mojdo Roads
Modjo to Arsinegele Roads
Arsinegele to Tukur Wuha Roads
3.1.1 Gelan to Bishoftu Background
A. Population: According to the Central Statistical Agency, the total population of East
Shewa zone is projected 2,556,399 for the year 1999 E.C. Out of this 1,287,130 are males
and 1,269,269 are females. From the districts of this zone Adaa is the most populous
district with the total population of 367,534 and with the crude density of 224.8
persons/Km2 .On the other hand Fantale is the most sparsely populated district in the zone
with the total population of 90,115 and population density of 77/Km2.
B. Roads Type: According to the zonal profile which is prepared by East Shewa zone
Finance and Economic Development Bureau there are three categories of road in East
Shewa zone. These are Asphalt surfaced, Gravel which is secondary help as feeder to
asphalt road and rural roads which used the widest section of rural communities to connect
either with Asphalt or Gravel roads. In East Shewa zone the length of Asphalt road is 324
Kms. This Asphalt road is connecting Finfinne with the Southern and Eastern parts of
Ethiopia. Moreover it connects the country with the port of Djibouti through which the
country exports and imports the cargo to the external world market. On the other hand,
about 329 K.m.s of Gravel roads and 71 K.m.s Rural roads are found in East Shewa Zone
(See Appendix I, TableA-37).
Gelan Town Roads: According to the data obtained from the Municipality of Gelan
the total length of Asphalt road is a bout 7.1k.ms. Without inclusion of asphalt road the
total length of all-weather roads are about 3 km. and the roads which are found in the town
have a width of 4 meters to 16 meters.
Gelan Roads Accident Conditions: Car Accident: this is mainly related with that of
traffic congestion in the area. According to the town traffic office, this problem arises
mainly due to little traffic knowledge of the people especially factory and industry workers.
Since many of the industries and factories are located on the main road, the probability of
the workers in these sectors to be affected by car accident is high mainly on their departure
to their homes. Moreover, absence of alternative roads for pedestrians and cars as well as
heavy trucks in the area, exacerbates the magnitude of the problem.
The line graph (see Appendix IV, Fig A-1) indicates that the traffic intensity on this line
is 15271 in 2007 when compared with 4229 of 1998. This indicates us that the traffic
intensity is increasing from years to years. The traffic intensity increased means it results in
the road traffic fatality and injuries from year to year unless strong control is made. At
some graphical figure the lowering of traffic intensity has been seen. The reason is not
known still by the responsible bodies.
Saturday, 7.41%
Sunday, 11.11%
Monday, 14.81%
Tuesday, 14.81%
Friday, 14.81%
day
Thurs, 18.52%
Wednesday,
18.52%
s/n
Types of
accidents
Number of
accidents
Total
27
speeding problem, Existing situation vs. allowable speed, road Serving for all road users,
no paths for pedestrians, carts, cyclists and animals.
3. New Bus Station (D.Zeit): The accident severity is strong in this area due to the
road sides are surrounded by the football fields, Mosque, Carts population, Bus station
(new) and other passengers. The congestion of this populations increases the accident on
this route while the football game start and end, when the mosque time is on, when people
is in need of transport and leaving the home for job and back home from job. The
frequencies of accidents on this area are about 46 times in the events occurred.
The place is found in the Sloppy Steep & unseen (obstacle) area Coordinate 080
44.999N, 038058.189E, Elevation of 1884m, at distance of 46 km with accident frequency
of 46 in average that is occurred by 7512 traffic intensity of AADT counting. The possible
causes for the traffic accident on the routes are: due to lack of traffic signs & signals, Over
speeding problem, Existing situation vs. allowable speed, road Serving for all road users,
No paths for pedestrians, carts, cyclists and animals and existence of social service at
curves in which it is out of sight for drivers.
5. D.Zeit Kebele 03 and In front of Adaa Hotel: The place is found on gentle
slope, coordinate of 08044.887N, 038058.607E, the elevation of the place is
1898m above sea level and it is 47km from the A.A municipality. In front of
Adaa hotel the frequency of accident was 27 on the road characteristics of
gentle slope. Here the accident is high due to the over speeding, congestion of
population, existence of animals, absence of proper traffic signs and signals, and
existence of social services as hotels, cart rings, old bus terminal, kebele 03
offices, and rail ways are present around the main routes. The main causes of the
traffic accidents are congestion, moving of animals around the road, the vehicles
like carts, bicycles, over speeding problem, carelessness of the pedestrians, and
the absence of traffic signal and signals as well as traffic police enforcement
absence.
To A.A
Figure 3.6 D.zeit Ayer Hail 2nd & 3rd get accident situations
%share
13.6%
4.5%
9.1%
18.2%
13.6%
22.7%
18.2%
100%
Most of the road traffic accidents occurrence registered on this way due to the following
reasons. The road network design problem in which it is too narrow to path two or more
vehicles at the same times. But the traffic intensity on these roads is increasing as the
Ethiopian Road Authority (ERA) statistical traffic intensity counting department registered.
This high traffic flow on this way occurs due to the countrys land port with foreign
countries located on Djibouti route. Especially the traffic is high on the path of Galan to
Mojjo due to the branching of the road starting at Mojo junction connects Nazreth,
Hawassa and Djibouti vehicles becomes more and merge together making the route
congested with high traffic intensity.
Sunday
Saturda
y
Thursda
y
Friday
Wednes
day
Tuesday
Monday
Accidents registered 15
10
11
6
16
19
23
101
% share
15% 10% 11% 6% 16% 19% 23% 100%
Source East shewa Traffic police commission (2008/09)
The maximum accidents occurred on human and animals with property damage are
noticed on the weeks of the day considerably on Monday, Friday, Saturday and Sunday.
The highest accident registered on Sunday is contributing a share of 23% as indicated on
the table 3.4 above. The possible causes assumed were over speeding and the time is a day
in which the people and drivers are running to the work place or turn from work place,
recreational time like Sunday congesting roads population during these days. Secondly, on
this main ways the people and animals being free to walk to other places, it gives them
chance to fill the roads on these days. The drivers on these days are drunken, chewing,
smoking or addicted to stimulants and speedy beyond the limits due to these addictions.
These motivate them not to give priority to the road users or to their own life at any time of
the time it could occur.
1. Keta Woregenu (Adaa):The place is located on gentle slope, coordinate of
08043.096N, 039000.739E, and the elevation of the place is 1871m above sea level and it is
52km from A.A municipality with 6861 AADT traffic counting resulting in 26 accidents
frequency occurrence on this place . Some of the most reason for the accident occurrence is
the followings.
Over speeding and straight with to long journey, lack of traffic police enforcement and
lack of traffic signal and signs, negligence of the drivers and the steepness of the slope of
the route with undulated topography and around the road there are farmers who cross and
get accident during crossing easily.
2. Kumbursa (Adaa):The place is found on gentle slope, coordinate of 08042.096N,
039001.739E, and the elevation of the place is 1888m above sea level and it is 54km from
the A.A municipality with 6861 AADT traffic counting resulting in 83 accidents
occurrence on this place.
The study shows us that most accident causative factors are the following.
Problem of sight obstacles, straight and long with no signals, over speeding and roads
are serving all the users, relatively steep slope with undulated topography are some of the
major problem for the accident occurrences.
1. Hude Kebele G/M (Adaa, Bermuda):The place is located on gentle slope,
coordinate of 08040.579N, 039002.688E, and the elevation of the place is 1852m above sea
level and it is 57km from A.A municipality with 6861 AADT traffic counting resulting in
35 accidents occurrence on this place.
Hude Kebele G/M in Adda Bermuda has got the accident frequency per the study 35 by
traffic flow of 6861 due to some of the following reasons. The straight ness of the distance
being 10km with no signal that limit over speeding of the drivers, sight obstacles and over
speeding of the drivers in this area, lack of separate roads for pedestrians and animals from
the vehicles route and lack of traffic signs and signals
&
d
&
Thursday and Saturday and lack of proper traffic signs, high congestion and over speeding,
junctions at bridges area and sight obstacles are some of the commonest cause of accident
severity on this route.
4. Tede and Jego Gidada (Lome): The place location of points (Tede) and (Jogo) are
found on gentle slope,too steeply, coordinate of 08033.551N, 039010.796E,
08032.828N, 039011993E and the elevation of the place is 11847m, 1832 m above sea
level and it is 76km, 78m from A.A municipality with 1975 AADT traffic counting
resulting in 27, 12 accidents occurrence in these place respectively. Most accidents
occurred on the inlet of Mojo town with frequency of 27 accidents and in the Natheret
in let about 12 frequencies of accidents happened at point B of the road. These
accidents faced due to over speeding, zigzag curved roads nature, absence of all traffic
signs and signals, absence of police traffics enforcement, and too steeply and sharp
curves.
5. Koka Negawa (Lome): The place location is on the Coordinate 8025.667N,
039001.637E, elevation of 1600m and distance from A.A 92km. The traffic counting
registered 1975 intensity of vehicles which causes frequency of accident of 10 in average.
During observations the most common accident causing factors on this road are the
following. Over speeding, freely moving animals, straight & relatively long, absence of
traffic enforcement, negligence of drivers, unseen (sight obstacles)
6. Tuka Langano Kebele G/M (Borae): The area coordinate is found at Co-ordinate
of 08016.559N, 038055.467E, Elevation of 1683m, Distance of 112km., AADT counting
is 1975; frequency of accident on this route is 11 comparatively. During the observation
and field study the following combined reasons for the accident occurrence were separated.
The road is steep slope, high over speeding, straight and long (10 km), there are congestion
of traffic flow on the road, sight obstacles are there, absence of traffic enforcement and
signals, Serve for all road users (Pedestrians, carts, Vehicles and other animals) are some of
the common causes of the accident here.
d
'
d
E
E
8. Oda Bokota G/M (Dugida): It is found on the location of gentle slope, Coordinate
08010.027N, 038050.410E, Elevation 1668M, and Distance 132km. the frequency of
accident is 11 by 1975 ADDT traffic intensity due to Existence of freely moving animals,
over speeding, Road serves all users, and Insufficient traffic signs. The traffic accident
ausality in the town is increasing from time to time as the number of vehicle passing
through the town is increasing.
'
dK
,
K
d
d
dK
&
Z
d
products around the road, absence of traffic police enforcement, Insufficient traffic signs &
signals and the high traffic intensity of 1465 from AADT.
5. Gerbi Gelgile Ersha Limat (Adami Tulu): It is found on the coordinate of
07054.131N, 0380 42.734E, elevation above sea level 1652m, and distance from A.A
162km. the traffic accident occurrence most frequently is 22 by AADT 1465 vehicles.
The main cause of the area that is surrounded by Ershaseble is due to high over
speeding, Isuzu drivers using long light at night and making difficulty for opposite side
drivers, no cart path that leads the major victim on donkey, carts and there are insufficient
traffic signals and signs are the defect of the place to prevent accident occurrence while the
necessary protective mechanism unfulfilled.
6. Wollen Bula (Ziway): The place is located on the gentle slope of land escape,
coordination of 08002.955N, 038043.789E, elevation of 1669m, on the distance of 164km
from A.A. most frequently occurring accident by 1465 traffic intensity of vehicle is about
14 per annum in average. The main causes of the accident occurrence are the followings.
Insufficient traffic signs & signals, over speeding m and serve for all road users,
absence of traffic police enforcement and lack of follow up of responsible bodies.
dd
W^
&
&
d
d>
The consequences of Death rate and the property damage are almost equal in these
sections of the roads to be 40% and 38% respectively.
Maximum traffic accident registered in 2000E.C on this way and secondly in 1996 and
1997 respectively. In the remaining two years it had got declination but in the coming year
it had rose highest (see extra information on Appendix IV, Fig A-7).The death rate is
maximum on these route rated as 35% and the property damage rated as 32%. The rest 14%
and 19% are slight body injury and heavy body injury respectively.
3.1.6. Arsinegele to Tukur Wuha Roads
Arisi Negele Town Station is found on 223+700-225+600 roads distance. Vehicles
operated at high speed and many drivers violated the speed limit during the inspection
period. Numbers of driveways or access points per kilometer is very high. The donkey and
horses i.e. carts carrying plastic containers overloaded. The traffic intensity is higher than
the above ones. One cart can carry 6-8 plastic containers in an average. The road network
area is narrow to pass two or more road users and vehicles at the same time. There is no:
9 Benchmark in the middle of the road
9 Pedestrian and pulling carts separating roads
9 Traffic police who control the flows of the traffic intensity
9 Speed limit for those of private and passengers vehicles
9 Care for crossing animals and people
9 Zebra crossing at least at 100m distance
The place is situated at some low land and some are at high landscape. The variation of
the landscape also contributes the strongest accident to occur.
The line graph (Appendix IV, Fig A-5) clearly shows that the numbers of the traffic
intensity is highly increasing starting from 2004 to 2007. This is the reason due to the
population demand for the vehicles in our country. The accident in the same hierarchically
increases from time to time as the intensity of traffic count increases. (see extra information
at Appendix IV, Fig A-8) shows that the traffic accident caused 49 fatal injuries, 45 heavy
body injuries, 41 light injuries, 65 property damages and a total of injuries within two years
200 damages on both life and properties. The maximum roads traffic accident on Arsi
negele in a days of the weeks seen on Thursday in which market day of the area create the
environment to be overcrowded and the accident resulted on this day about 19% injuries.
The next days are Saturday, Sunday on which people need to take leisure time and
recreation. During these days the accident occurs very harshly since they need to walk at
evening. The accidents are also on Monday. Tuesdays and Wednesday are very serious
because all or the working days.
Sunday, 16%
Monday, 16.80%
Saturday, 16%
Friday, 8%
Thursday, 18.40%
Figure 3.13: The Daily traffic occurrence from the statistics of 2001
Accident and Location
1. Bura Berma Kebele G/M(Shashemene):The place is located on the relatively steep
slope land escape, coordination of 07015.274N, 038029.666E, and elevation of 1725m, on
the distance of 225km from A.A. most frequently occurring accident by 1442 traffic
intensity of vehicle is about 16 in average. The main causes of the accident occurrence are
the followings. Serve for all users (pedestrian, carts, animals, vehicles etc),d onkey carts are
the most transportation system for both goods & persons, straight & too long Road (11km
respectively), has enough spaces in both sides for Pedestrian & carts but unused,Bad
asphalt (highly damaged), no traffic signs & signals provided, weak traffic control, road
narrow and over speed problem.
2. Kuyera Hospital (Shashemane): The main causes of the accident occurrence are the
followings.No guard fence to the residence sides and traffic signs and signals, there are
sight obstacles, over speeding on sharp zigzag curves, existence of social service like
market and kebele hospitals, poor traffic enforcement, absence of guard fences for risk
areas, and absence of ring roads for carts, animals, and pedestrians walk sides.
3.
Karara Filicha (Shashemene): The place is located on the relatively steep slope land
escape, coordination of 07013.953N, 038038.054E, and elevation of 1987m, on the distance
of 242km from A.A. most frequently occurring accident by 1442 traffic intensity of vehicle
is about 32 per annum in average. The main causes of the accident occurrence are the
followings.
Highly congested units of donkey carts, cyclist, pedestrians and vehicles so that it had
got these much of accidents which is maximum when compared to the others seen still.
There are insufficient road systems and signals those lead to high accidents. Poor traffic
enforcement and high over speed due to the lack of control or management of speed.
4. Melka Oda (Shashemene): The place is located on the steep slope land escape,
coordination of 07012.860N, 038037.226E, and elevation of 1847m, on the distance of
244km from A.A. most frequently occurring accident by 1442 traffic intensity of vehicle is
about 16 per annum in average. The main causes of the accident occurrence are the
followings.
Highly congested units of donkey carts, cyclist, pedestrians and vehicles so that it had
got these much of accidents which is maximum when compared to the others seen still.
There are insufficient road systems and signals and signals those lead to high accidents,
poor traffic enforcement and high over speed due to the lack of control or management of
speed, absence of traffic controlling systems.
There are insufficient road systems and signals and signals those lead to high
accidents
Good asphalt roads but steep and curve that create difficulty for drivers
Poor traffic enforcement, and high over speed due to the lack of control or
management of speed and absence of traffic controlling systems
&
d
d
Z
Z
Z
Z
D
country conditions. From the above histogram graph we can conclude that the traffic
intensity from Akaki to Debreziet and Debreziet to Modjo is relatively the highest from
2006 to 2007. The general trend of the Bar graph shows as that the vehicle traffic intensity
of the road from 1998 to 2007 is increasing. It also helps us that if the traffic intensity is the
highest, the most probable traffic accident occurrence is ease on the same line as the road
network in this way does not change. In the town area most commonly injured parties are
human being but at the rural area those animals seriously affected.
3.2 Summery of This Chapter
High traffic intensity and accident occurs on the rout from Addis Ababa to Modjo route
because these routes are proximity to the capital of the country and export and import route
also path through these roads in these routes. Therefore more attentions should be paid in
between these roads to minimize the accident reaction and loss of life and properties. Once
loss of life and property faced the country will be loser of many socio-economics benefits
and opportunities. The built-up and non-built up areas are very considerably different in
their accident situation. The built up area had got much accidents on human and vehicles
while the non-built up area are most sever for farmers, animals and industrial workers.
These is because these parties are more outside the town and the roads seems free to drive
and speedy cars crash life of man and animals most of the times.
The most common causes of the traffic accident on this place are some of the
followings. The drivers over speeding than the limit set for them, the congestion of the
roads by all the road users, common use of the asphalts by the drivers, pedestrians, animals,
farmers, bicycles, and carts i.e. absence of vehicles and pedestrians path individually, sight
obstacles by zigzag ness of the road, plants around the roads, and other obstacles, absence
of signals and signs at some 100m gaps, traffic police strong control and management of
the vehicle at place where high traffic intensity occur and lack of enforcements.
Most common problem creating factors are identified here such as:
Highly congested units of donkey carts, Badjajes pedestrians and vehicles so that it
had got these much of accidents which is maximum when compared to the others
seen still.
There are insufficient road systems and signals and signals those lead to high
accidents
Good asphalt roads but steep and curve that create difficulty for drivers
Poor traffic enforcement, and high over speed due to the lack of control or
management of speed and absence of traffic controlling systems
The most accidents occurrence at the place where there are high traffic intensities, farm
land areas, town areas, crossing areas is identified. Some of the places those were identified
in receiving road traffic accidents were: This shows where to pay attention and why the
accidents are most likely happen here and help to find solution. In the table we see that
most accidents occur where there is no strong control of the traffic police. The places where
there is congestion of traffic or service availability or less police control, the accidents are
frequently occurring by the available traffic intensity.
Table 3.5: Summery of places with their frequent accidents condition
Places
Dukem Koticha (Adaa
Infront Of Ziquala Hotel (Adaa
New Bus Station (D.Zeit):
D.Zeit Kebele 03 and In front of
Police Station and Tourist Hotel
D.Ziet Ayer Hail 1st Get and
D.ZEIT AYER HAIL 2nd & 3rd
Keta Woregenu (Adaa):
Kumbursa (Adaa):
Hude Kebele G/M (Adaa,
Beyu Besike:
Shara Dibandiba (Lome):
Mojo Megbia Shoa Goga (Lome):
Fatole / Chancho Megenteya
Tede and Jego Gidada (Lome):
Koka Negawa (Lome):
Tuka Langano Kebele G/M
Oda Bokota G/M (Dugida):
Meki Bridge (Dugida):
Meki Kebele 01 (Dugida):
Elka Chalomo /Ziway/:
Ado Kontola:
Gerbi Gelgile Ersha Limat (Adami
Wollen Bula (Ziway):
Anano Shisho (Adami Tulu):
Meneharia Sefer (Adami Tulu
Arba Kebele (Adame Tulu):
Bulbula Shell /Adame Tulu /:
Urufu Lole /Bulbula /:
Bura Berma Kebele
Kuyera Hospital (Shashemane):
Karara Filicha (Shashemene):
Melka Oda (Shashemene):
Toga /Shashemane/:
Mengist Ersha (Shashemene,
Accident
48
51
46
27
13
51
12
26
83
35
21
21
10
20
39
10
11
19
15
27
16
16
22
14
17
12
12
10
14
16
28
32
16
24
34
Traffic
7512
7512
7512
7512
9645
7512
6861
6861
6861
6861
6861
6861
6861
1975
1975
1975
1975
1975
1975
1975
1465
1465
1465
1465
1465
1465
1465
1465
1465
1442
1442
1442
1442
1250
1250
The above table summarizes the accident frequency on the route specifically named and
the traffic intensity available over the period of time.
Chapter Four
4. Methods of Data Collection, Analysis and Interpretation
4.1 Data Collection Methodology
To collect and organize data the following main data sources were used during the
research paper preparation regarding the data obtainment.
4.1.1. Primary and Secondary Data Analysis
The data primarily obtained was through continues assessment of the field study. The
places and the roads in which the study concentrate was investigated by the author while
making field trip and survey to see the drivers condition, the roads status, the environmental
condition, the vehicles health, the police traffic cooperativeness and other important things
which were visualized easily. From the primary data most of the problems were identified
and helped more in the analysis of the study till the final. The most crucial important points
of the work relay on the observation that had made continuously for more than 21 days in
the field survey over 9 places of the study roads.
In the field study or survey, the primary data was also obtained mostly by interviewing
bodies such as polices, Authorities, pedestrians, passengers and drivers. Traffic data were
required to undertake the analysis of road safety problems for the road under consideration.
These data were helpful in determining the type of measures that were applicable at the site.
Besides, the result of traffic counts and compositions were used as one of the inputs or
yardsticks to develop criteria in delineating the study road. In this case, traffic flow was
important and thus was gathered during the field work. Traffic counts were conducted on
three locations along the road. The first location was taken at 42 kilometers from Addis
Ababa near to the entrance of Debre-Zeit town. The second was conducted at kilometer 70+
980 in front of the Modjo Customs checking points. The other one was carried out at
183+000 kilometer from Addis Ababa Bulbula town near to children Amba junction. These
locations were selected based on the traffic sites of the Ethiopian Roads Authority. The
traffic count period was for seven days from 6:00 to 18:00 hours local time that included a
24-hour count on one normal day and on one market day (Saturday). Counts were carried
out on two directions at each location. According to the Ethiopian Roads Authority,
vehicles are classified to eight groups. The ERA vehicle types composed: Car (automobile),
station wagon, small bus, large bus, small truck, medium truck, heavy truck and articulated
truck. The same classifications of vehicles were used in this research. Furthermore,
additional ADT (Average Daily Traffic) was collected from the Ethiopian Roads Authority.
Secondary data were employed mostly from the traffic police centers of each respective
sub towns statistical departments, the Ethiopian road Authority, and the Transport
Authority and other books, journals like reporters, Addis zemen newspaper, etc.
4.1.2 The Interview Question Responses
The interview question were prepared for the pedestrian, the school children, the
authorities and the drivers regarding the vehicle problem, pedestrian problem, drivers
problems and road network problems. Among the respondents in the table below shown
3.61% of the respondents said that the problem is due to vehicle problem. This is mostly
the feedback of drivers even that not to admit their error. 18.95% of the respondent and the
interviewed answered that the problem is the problem of the pedestrian. The pedestrians are
not traveling in the proposed crossing and in proper pedestrian roads. They cross ever place
either there is crossing zebra or not. Sometimes attempt to cross the road by side other
trucks and they are exposed to the accidents easily. 54.87% of the respondents accuse the
drivers. The respondents say that drivers do not limit the speed and cause accident to
animals and pedestrians. The drivers drive beside speed by drinking alcoholic drink and
becoming unconscious while driving. Even they drive and collide with other normal
drivers. This cause on the property damage and the life damage is economic degrader of the
country. Drivers speed for the following reasons according to the respondents.
To get income from the minibus they drive when the drivers are employed and
money targeted
To move fast and trade money drinks alcohol and expose themselves to accident
and the others too.
To pass the other cars while trying to compete with the neighboring trucks
To reach the long distance within shorter period of time, etc.
Table 4.1: The number of respondents in the interview
Problem
Vehicles
Pedestrian
Drivers
causative
problem
problem
problem
Number
of
20
105
304
respondent
% share
3.61%
18.95%
54.87%
22.56% of the respondent said that the road network is very narrow to pass two or more
cars freely. Therefore when the cars are coming suddenly head to head they can collide and
cause accidents. When the car with high speed and breaker problem suddenly come to the
other, it could not fly away from because the road is narrow. The chance it could have is
simply waiting the accident till it happen.
60.00%
50.00%
40.00%
30.00%
20.00%
10.00%
0.00%
Vehicles
problem
Pedestrian
problem
Drivers
problem
Road
network
problem
Road network
Pedestrian
Crossing illegally
Steep slope
Narrowness
Carelessness
Gravel
Dusty
Drinking
Accident
causes
Cloudy & Smokey
Drinkin
Windy
Speed
Overtaking
Rainy
Stimulants
Drivers Problem
Environmental
Condition
Monday
13%
Sunday
14%
Saturday
16%
Tues day
18%
Friday
12%
Thursday
16%
Wednesday
11%
Figure 4.3: The Pie chart shows us daily roads traffic accidents
As a result of these common factors the day of the week resulted in utmost accident
causality. On Saturday and Thursday the accident percentage reached about 16% of the
total that these two days are also the market days for most of the regions and working
period of the week so that population number on the roads increases on these days on the
rural and town Areas. Therefore during the market day the pedestrians traffic intensity
increases more than the other days. Secondly the drivers drive very fast beyond the limit of
the speed recommended by the law. These speed is due to reasons such as alcoholic drink,
chewing chat (use stimulants), and some narcotic (stimulant and drugs) obtaining it easily
from the road side sellers especially on those market days. Thirdly, the day in which the
accidents percentage share reached 14% is on Sunday. The reason is that it is the
recreational day for most of the workers in which they get rest time and for money
Christian it is an entreaty day. Generally these days need more attention by the responsible
body to bring down the alarming rate of the accidents on these roads. The rest of the days
are not this much accident causative day of the week.
B. Hourly Roads Traffic Accidents Rate
The roads traffic accident rate varies from time to times in the worlds and particularly
in our country. The variations of the accident rate depends up on the situation that the
activities are very frequent. When there are many activities, the accidents measured are
very high. The factors which are very contributor for the accidents occurrence is that the
situation of school, working hours, driving hours, market conditions. At early morning, at
peak hours, afternoon most of the roads are congested and occupied with more traffic
intensity. During these periods the accident rates increase because workers, marketers,
students can go or back from their purpose places. So the concentration of the roads traffic
increases in such situations.
250
200
150
100
50
1.
00
-2
.0
0
3.
00
-4
.0
0
5.
00
-6
.0
0
7.
00
-8
00
9.
00
-1
0.
0
11
.0
-1
2.
0
1.
00
-2
.0
0
3.
00
-4
.0
0
5.
00
-6
.0
0
7.
00
-8
.0
0
9.
00
-1
0.
0
11
.0
-1
2.
0
the employed drivers problems are very significant because they are relaying on
money
problem of giving license for driver that is not standardized to obtain it easily
for the drivers who make mistake or accident no penalty of taking away the
license from them
unknown
8%
Less than 18
12%
31-50
31%
18-30
36%
Figure 4.5: The traffic accidents caused by the drivers age category
From fig 4.5 we can see that maximum traffic accident is committed by the drivers age
ranging from 18-30 years old contributes an accident of 36% of the injuries within the four
years. This is because these aged drivers are very speedy, hot and addicted to stimulants
(such as drug, Chat or plant leaves, cigarette, and drunk), so that they are stimulated and
drive carelessly. Once they are stimulated drive very fast and as the same time are exposed
to serious accidents. Therefore more control should be given to this age group.
The second groups are the drivers who are aged from 31-51 years are also committed to
the accidents. This is because the age of this area is in which most of fire and adolescence
stage seen. The drivers are very careless to life and property damages. Some time they act
as the only excellent drivers. They also support their driving state with drinking alcoholic
things. The ignitions of this alcoholic drink make the drivers brave and the colliding and
over turning probability become the highest.
Above age of 51 commit an accident of about 8% only and less than 18 years old also
commit only 12% of the accidents.
When we compare the accident state in the four years period the drivers in these age
group the accident rate was reducing in 1999 but in 2000 year it had showed the increment.
This is because the lack of awareness and the control over the drivers is being poor by the
police traffics and the society or community.
A. The Drivers Genders Vs Accidents Committed: Most of the scholars say that
gender of the drivers influence the type of road traffic accidents committed. The females
cannot commit accidents as those of males. Even many researchers put these logics. But
some of the researchers oppose these ideas because the female numbers who are considered
as the vehicle drivers are very small when compared to male drivers.
120.00%
99.17%
100.00%
Percentage
Share
Contribution
80.00%
60.00%
40.00%
20.00%
0.83%
0.00%
0.00%
Male
Female
Unknow n
Gender
Accidents committed
200
150
100
50
1997
1998
0
Illiterate
Basic
education
1st cycle
level
2nd junior
level
2ndry high
school
Above 2nd
high school
unknown
1999
2000
Educational status
the employee drivers. This high alarming rate of the accident was noticed because of the
following main reasons.
The employees need to obtain more money in a day from the passengers
The employees do not give care for the vehicle service life as it is not their
properties and as a result of this they can drive more harshly and need to pass over the other
cars in unnecessary road. Due to these they may turnover or crashes with the others.
The owner of the vehicle causes about 30.41% of the accidents in these roads because
they pay attention for their property; they need their life and also think for others. These
amount of percentage occurred due to sudden case or others error or the difficulties of the
environment. These could one of the problems of the data that it cannot express for what
reasons it had happened. The data collecting system of the traffic police should consider
these factors for each state of the accidents.
Table 4.2: The drivers and the vehicles relationship
Relationship between driver & Total Percent share
vehicle
1
The owner of the vehicle
660
30.41%
2
Employee
1327
61.15%
3
Others
168
7.74%
4
Unknown
15
0.69%
Total
2170
100.00%
Source: Compiled by the Author and data from East Shewa police traffic statistical
department
R.No
Percentage of accidents
40.00%
35.00%
30.00%
25.00%
20.00%
15.00%
10.00%
5.00%
0.00%
1997
1998
1999
2000
5-10
years
Greater
than 10
years
Drivers' Exprience
no license, 6.13%
Unknown, 6.22%
1st, 6.04%
2nd, 12.35%
Special certified,
5.99%
5th, 17.24%
3rd, 27.42%
4th, 18.62%
1.0-2.0 years
11%
2.0-5.0 years,
25.21%
5.0-10..0 years,
26.22%
Figure 4.10: The service life of the vehicles and accidents committed
2%
4%
6%
8%
10%
12%
14%
16%
ow
n
nk
n
U
bl
em
pr
o
o
N
ec
ha
er
g
O
th
tin
ni
ca
l
pr
ob
lem
bl
em
Pr
o
Li
gh
Ti
re
Fr
eo
n
ep
Br
ak
pr
ob
le
m
45.00%
40.00%
35.00%
30.00%
25.00%
20.00%
15.00%
10.00%
5.00%
0.00%
ro
bl
em
Percentage of Accidents
The vehicle problem in Ethiopia is one of the problems of car accidents causality. But
most of the time the problems arise from the aspect of no problem. The following figure
depicts that the problems are due to no problem of the vehicles due to many other cause of
the traffic accidents tried to be mentioned and will be mentioned in this chapter. The cars
problem attained has no significant accident cause but the highest accident is due to the
drivers and without the failure of the cars parts considering the other contributory factors
for the causality. Sometimes the drivers do not know the problem of the cars but they cause
accidents or the traffic police register unfulfilled documents from the accident area. 40.7%
of the accident committed was due to no problem to the vehicle in the course of its service.
Vehicle failure
During the roads design and building of the roads lack of consideration of safety of
the roads
Insufficient traffic signals on the routes are some of the main causes of the roads
accidents.
A: Types of the Roads and Accidents
In nature types of the roads affect the occurrence of the accidents. The types of the
roads registered in Ethiopian context are roads joining the rural, the gravel, the roads
joining the provinces and roads on the town. Among the roads type, the one which
contribute the maximum injuries is the road type joining the rural according to the analysis
of these data.
As the figure 4.13 indicates us that the most accident occurred was on the ways of the
country side (rural) junctions than any other places because in the thesis47% of the
accidents registered where there is a roads joining the country sides (rural) and about 36%
of the roads accident happened at the province joining and gravel roads area contributing
equal percentage of the accidents. The other accident that accounts for 16% on this way is
in town areas.
Tow n road,
18.06%
Joining Rural
47.00%
Joining
provinces ,
16.31%
Grave l road,
18.62%
450
400
350
408
362
300
250
232
190
200
150
186
174
184
175
129
105
100
50
0
ea
th
er
s
O
ce
ar
ar
ea
en
re
sid
tal
ffi
ce
ar
ea
a
la
re
os
pi
na
Re
cr
ea
t io
ar
k
M
et
ar
ea
ar
e
ry
l
oo
Fa
ct
o
sc
h
er
s
ay
Pr
ro
A
ro
ut
of
co
n
cr
ete
un
ad
ph
as
ot
N
vi
l la
ge
25
al
ted
Number of Accidents
accidents on the roads due to traffic flow of vehicles occur around the residence areas, the
offices, markets, and on concrete roads area.
Figure 4.14 Most common areas those are exposed to vehicle accidents
C: The Roads Design Branching and Accidents
The design and the layout of the direction of the roads also affect the accidents
occurrence on the roads. In the following figure we can see that in 1997 E.C the rate of
accidents percentage reached maximum due to the road design of unidirectional or only in
one direction. The accident contribution was 40%. In general the accident occurred due to
the roads design of unidirectional, bidirectional and not divided and symbolized by colors
that make comfort to drivers easily. The Road Authority of Ethiopia need to take harsh
measure and response for the roads of the country level to reduce the road accident it
contributes. The roads design by itself contribute accident on life and properties. The
accidents occur here due to one way of the roads design. These is the flow of traffic in this
way is high but the road in these areas are not satisfactory to change the shortest possible
way and move in other way. These makes collision more facilitated by the car. In general,
all the problems of the accidental injury noticed at the place where there is a unidirectional
and bidirectional roads design. The maximum injury occurred in the bidirectional roads.
40.00%
35.00%
30.00%
25.00%
1997
1998
15.00%
1999
10.00%
2000
Total % share
5.00%
0.00%
Unidirectional
Bidirectional
Island isolated
Divided by not
symbolized
color
Divided by the
colored symbol
Road design
300
250
200
The amount of
150
accidents
1997
1998
100
1999
2000
50
0
Straight Straight Straight Straight Slightly Strongly Hilly
and
and
and and ups zigzag zigzag
plain slightly steeper and
down
slopped
Slope Others
down
Roads type
Figure 4.16: The condition of the roads where most common accidents were committed
E: The Roads Junctions and Accidents
The roads meeting type also affect the traffic accidents on the ways of the roads. The
meeting being many like that of Modjo roads, the collision most probably occurs every day
on such ways.
The fig 4.17 below clearly shows for the study roads that the maximum accident
percentage contributed by the roads junction groups is where there is no any junction and
joining roads. This default may arise from the drivers or the environmental conditions. But
there is anything that can depict the main reason for the occurrence of accidents on the
straight, plain and no junction area. The most accidental problems occurred at the place
where no joining. It has a rate of about 43% when compared with others. A minimum
accident occurs on the train roads cross, the O-circular shaped Islands, X-shaped junction
areas. Y-shape, T-shape and t- shape roads junction contribute a total of 30% accident
contributions to the roads traffic accidents. The other 7% are registered by the Oromia
police sectors others places not indicated on their form of the papers in which they register.
The place is branched and divided in to different direction but the accident is highly
notified at this places. Some accidents can be seen at T-shaped and t-shaped.
X-shape d, 7.14%
No joinin g, 44.98%
Y- shape , 11.24%
Figure 4.17: The roads junction type and the occurrence of accidents condition
F: The Types of Roads Layer and Accidents Conditions
The roads layers such as gravel roads, good asphalted roads, dusty roads, and gorge
asphalted roads affect the occurrence of accidents on these routes of Oromia region. We
can see the percentage contribution of the accidents on such types of roads.
In the figure 4.18 below the roads layer type does not affect the accident severity
because most of the accidents percentage shows that the life and property damage over the
four years on these roads are due to the asphalted road type. The road is asphalted means it
is not the matter of the road to cause these much accidents on the way from Addis Ababa to
Hawassa. There are other problems other than the layer of the road for the occurrence of
accidents. Good asphalted roads accident rated as 46%, the gorge asphalted contributes
only 20%, the gravel type of the roads layer contributed for the accidents of only 18% and
the other dusty road type contributed only about 16% over the four years. The accident
probability occurrence is on the place where nice and excellent asphalt is there and to some
extent on the gravel roads.
Dusty
16%
Good asphalt
45%
gravel
19%
Gorge asphalte d
20%
As the figure 4.19 depicts that the roads accidents committed due to the dry roads
condition. The states tell that due to roads problem the accident is not significant. The other
factors which are very confusing for the roads accidents are there in some parts. These parts
of the problem causing aspects would be selected in the finding summery. The 59% of the
accidents on this route are occurred on dry roads and minimum roads problem occurred
muddy, moist and others in a 14% of the situation. The top accident occurrence is in the
environmental condition in which the roads are very dry and to some extent in which the
roads environment become moisten.
60.00%
A c c id e n t c o m m it t e d
50.00%
40.00%
55.90%
30.00%
20.00%
10.00%
15.90%
14.38%
Moist
Muddy
13.82%
0.00%
Dry
Others
Environmental condition
16.00%
14.00%
12.00%
10.00%
8.00%
6.00%
4.00%
O
th
er
s
Un
kn
ow
n
n
e
co
llis
io
n
Tu
rn
lis
in
io
g
n
ov
of
er
pe
de
st
An
r ia
im
ns
al
s
c
Fa
ol
lis
lli
Co
ng
io
llis
n
f ro
io
m
n
of
ve
h ic
st
an
le
din
Ab
st
g
ra
ve
ct
hi
cle
th
in
g
co
Co
llis
llis
io
n
io
n
wi
th
tra
in
on
co
llis
io
Co
l
Si
de
to
by
sid
sid
ck
ba
to
ce
Fa
ce
Fa
Fa
ce
to
fa
ce
co
llis
io
n
2.00%
0.00%
co
llis
i
Accidents can be committed on the roads by vehicles may be face to face, side to side,
face to side, face to back, back to back, turning over, collision with pedestrian, failing from
running vehicle, collision with train, collision with animals and so on. Let us examine
where the accidents occurrence is maximum in the types of collision from the roads study
and data obtained.
type of collision
O thers
7%
Day light
40%
Unknown
Types of workers
Bombard
2000
Jobless
1999
1998
Farmers
1997
Workers
Students
0
20
40
60
80
100
120
140
160
180
Amounts of accidents
Figure 4.22: The occupation of the pedestrian and accidents event on them
Students, workers and farmers have the maximum accident injury on these truck roads of
the area. This is because the students rush in mass and they have no awareness about the
accidents occurrence. The farmers also have no awareness when they cross the roads as
they get tired with the job injuring the day times. The workers also get trouble on the way
while they are leaving job at evening or getting to the job early morning. The figure depicts
that about 150 road injuries and accidents are occurred on the farmers, workers and
students contributing the percentage of about 70% in total. Therefore these data shows that
where the training and education should be given in the country and in particular for these
roads users.
B: The Condition of the Weather and Its Impact for the Occurrence of accidents
The weather conditions of the environment also have an influence on the traffic
accidents of the roads in which the study sites are concentrated and other places. Such as
sunny, cloudy, rainy, windy, dusty, and so on can have an effect on the roads traffic
accident. They can accelerate the roads accidents from time to time. From the following
graph it is seen that the accident probability is highest on good whether condition and the
dusty environments when compared to the others. These are so could not be the reason for
the accidents occurrence on the roads of the study. The main factors now easily could be
identified.
Hot
9%
Cold
7%
Cloudy weather
14%
Cloud
11%
Dust
25%
Heavy wind
10%
Heavy rain
6%
Rainy
8%
Figure 4.23: The weather condition and its impacts for accidents occurrences
C: Vehicles Motion and Number of Accidents
The other factor that has to be seen thoroughly during the study is that the accidents
from the prospective view of the vehicles motion on the roads. Some of the vehicles motion
is entrance to the joining roads, turning both right and left, passing over the other vehicles,
straight traveling, getting out of the home, offices, celebrations, stopping, u-shape turning,
etc. the activity of a vehicle has effect on accident occurrences while it is in different state.
In the figure below we can see that the most accidents happened due to the following
vehicles motion.
9 Passing over the other vehicle (22.40%)
9 Straight forward traveling (21.80%)
These to conditions contribute the total accidents of 45.20% of the total accidents listed
out in the figure. This tells that the greatest occurrences of accidents are arising from the
speeding up of the drivers and carelessness of the drivers losing awareness not to give
priority than moving strait forward.
5.94%
5.85%
5.44%
4.01%
5.67%
3.82%
3.69%
7.56%
4.38%
Stopping (4.01% )
Others (3.69% )
21.80%
Unknown (5.94% )
800
700
A m o u n t o f in ju r ie s
600
500
400
300
200
100
0
Deaf
Blind
Handy cap
Health
Drunken
unknown
Health status
5.00%
10.00%
15.00%
20.00%
25.00%
The farmers lack awareness for their animals that they follow them on straight
asphalt. Due to this the fast driver hit them
Total
85
270
411
766
100.%
% share
11.10%
35.25%
53.66%
100.00%
100%
Table 4.4 indicates that which types of the people are more get Sevier risk during the
event of roads traffic accidents. The most dominant risk carriers during the accidents are
the passengers amounting 53.66% of the total injuries. This is because when a people
transportation vehicle crashed suddenly it can cause a death of more than 46 people at once.
The second groups who get risk on collision or accidents are the passengers sharing a
percentage of 35.25% in total. They are exposure to risks because while they are crossing
the roads at improper roads or they may not get priority by the drivers.
The third party that covers the accident percentage of 11.10% is the drivers. When we
compare with the population they are exposed to injury. It indicates that the drivers are
making highest accidents.
4.3 The Main Causes and Outcomes of Accidents
4.3.1 The Main Causes of Roads Accidents
The main causes of accidents are categorized into three main categories with each of
them having sub causative factors. These main three accidents and injury causatives are the
human, the vehicles failure and the roads network condition. The most probable cause in
this study was identified as the human being even though the data handling system does not
consider the others problem with the cause and ways it was committed. The network design
seems that it does not have an effect on the drivers but it has many effects on the drivers. In
this study even though the roads design seems less accident contribution, the roads area will
be touched in the solution chapter.
Drivers drive drinking, chewing, at high speed, trying to take over other vehicle,
tired, weak, sleeping, improper acceleration, neglecting the rule of priority, trying to
overtake at hill, violating traffic police order, etc.
The problems from the vehicles are losing of breakers, the tire detachment, the
internal failure of the vehicle, etc.
The roads problems such as gorge area, the hilly, the gravel, the muddy, the
slippery, crack roads, bad bridges, etc.
On the road pedestrian problems such as neglecting rule of the roads crossing and
traveling, losing the rule that say look left, look right, etc. are the most common problems
of the roads. The others are the overall does not treatment of the drivers and
unconsciousness of the traffic polices about the roads accident and its cost to the country
economy. The need for controlling such mention problems being less around polices to
alleviate these increasing traffic accidents in the roads of the town or the rural regions.
As the figure 4.28 below shows that the most common problem of all the accidents
committed on these routes are due to over speed driving, neglecting to give priority for both
pedestrian and the vehicles.
1990, 7.23%
1991, 6.35%
1999, 11.92%
1992, 7.12%
1993, 6.94%
1998, 11.63%
1994, 7.22%
1995, 9.49%
1996, 11.04%
1997, 11.25%
Total
% share
88
63
62
147
360
24.44%
17.50%
17.22%
40.83%
100.00%
Unknow n
Others
The problem of pedestrian
The problem of roads
The director problem
Bursting of tire
Tire detachments
Problem of frieghn
Unnecessary loading
Improperly accelerating
Thinking
By w eakness or sleeping
Causes of injuries
Stopping improperly
Starting fro its stop improperly
Avoiding the rule say give priority
Violating stop mark
Violating traffic light
Violating traffic police order
Unnessesary turning
Unnessesary passing over
Speeding out of limit
After passed over suddenly turn and enter
Trying to over at zigzag w ay
Trying to over at hill
Follow ing near to the vehicle
Neglecting the pedestrian
Neglecting not to give opportunity to vehicle
Driving leaving his right
Driving taking drugs
Driving drinking
0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
12.00%
percentage of accidents
write are the most prominent dominant in the police offices. These groups being ineffective
to collect data and enough to use Radar to read as it is labeled in English language, it had
much effect on traffic control and management system.
Environment management: the environmental condition, the traffic safety technical
management is comprehensive, and considered from the influence factors of the traffic
safety, it carries on from such respects as people, vehicle, road and environment, etc.
4.4 Cost of the Traffic Accidents of the Property Damages
Road accidents cause injury, death, loss of property and damages to vehicles. All these
involve a monetary loss to the economy. When roads are improved, road accident rate will
come down. This results in quantifiable benefits to the economy. Though the overall death
rate has declined and expectation of life has gone up, the death risk on roads has
considerably increased. It must of course be borne in mind that in developing and emerging
nations, road safety is one of the many problems demanding its share of funding and other
resources. Even within the boundaries of the transport and highway sector, hard decisions
have to be taken on the resources that a country can devote to road safety.
The economic degradation estimated by the roads traffic police during the properties
damage on these study roads was 13,114,850 ETB. The general cost of the roads traffic
property damage is shown in the following Table 4.6.
The property damage cost in the study site estimated over the four years of period
12,114,850 ETB. The cost of the property damage lays its negative impact over the
countrys economy background and social interactions in developments. The cost of the
property damage ensures that loss of economy by human default action plus natural actions
that put burden developments.
Years
1997
1998
1999
2000
total
Table 4.7 Fatality, serious injury, slight injury and property damage
Conditions
Death
Serious
Slight
Property
Total
241
137
100
264
Percent
32.48%
18.46
13.48
35.58
Total
742
100%
In the above table the death rate is almost as equivalent as the properties damage. The
fatality rate is the highest when compared with the property damage because the property
damage is relatively high in its numbers during the involvement of the accidents events.
Therefore the rate of fatality death holds higher cost of the socio-economic failure in the
country.
Table 4.8: Haddon matrix methods for problem identifications
type
Human Vehicle/equipme Physical
nts
environment
PrePoor vision
Failed
brakes, Narrow shoulders, illcrash Or reaction missing
lights, timed signals,
time,
lack of warning Bad
black
spots,
Alcohol,
systems
zigzag roads, dusty,
di
dd designed
i l guard
d
crash Failure
to Malfunctioning
Poorly
wear
seat seatbelts, poorly rails, poor bridges
belt
engineered bags
design
Post- High
Poorly designed Poor
emergency
crash susceptibilit fuel tanks
communication
y alcohol
system
Social/ economic
Culture
norms
permitting
speeding,
red
light
running,
i l i of vehicle
h
Lack
design regulation
Lack of support
for traffic controls
and
suffering
system
Preventing these types of factors is very important to bring the reduction of traffic
accident in the roads of the study site
Animal or cattle injuries
Death
68%
Wound
32%
F. Types of the Vehicle cause maximum accident: Heavy load truck capacity of 1140 quintal like ISUZU, Heavy load truck capacity of 41-100Quintal, pick up capacity of 10
Quintals Station wagons, heavy load truck with trailers, Bus, people transportation capacity
12 sit and people transportation capacity 13-45 sits contribute a percentage of all the
accidents share 70.45% of the total accidents (see Appendix V, Fig B-19).
Table 4.9: The types of people injured by the accident
s/n
People who injured
% share
1
Vehicle drivers
11.10%
2
Pedestrians
35.25%
Passengers
53.66%
Total% share
100.00%
speed. This over speed leads the drive not to give priority to the pedestrians or vehicles,
make him to try to overtake anywhere, help him to violet traffic light rule, neglect the
police order, and load unnecessarily, improper acceleration and weakness or sleeping while
driving. These all sum up and result in accidents.
P. Causes of traffic road accidents: The road accidents occur mainly on; the roads
area such as sight obstacles, traffic signals absence, land slope, plants around the roads
obscuring the sight, absence of separated paths for each part which involve in the roads
usage, etc.
Users on the roads such as pedestrians problem, animals and vehicles, drivers, problem
being too speedy, absence of traffic enforcement, violating rule of the roads, having
improper driving license etc. Problems of vehicles such as tire fracture, Poor road network;
absence of knowledge on road traffic safety; mixed traffic flow system; poor legislation and
failure of enforcement; poor conditions of vehicles; poor emergency medical services; and
absence of traffic accident compulsory insurance law have been identified as key
determinants of the problem. The road problems from data collected in the Oromia region
since 1997 to 2001 from Gelan to Hawassa causes of the death on life are shown below.
Years
1997
1998
199
2000
Total
The above findings result and their problems should not be remaining as they are found
raw. They will be processed in the next chapter to be given the ways to counter the main
problems to bring down the traffic accidents on these ways and the others in the country,
Ethiopia. The possible counter measures taken by emphasizing the most critical parts of the
problem to enhance the minimization of the roads traffic accidents occurrence country wise
not only paper work wise. Note that the counter measure in the next chapter helps the other
sectors to use and solve the problems of vehicles causing causes by applying it.
In general from this observation and finding the most severe problem causes are the
following main categories in the routes.
1. The problem of drivers and lack of knowledge awareness on driving. This could be
denial of pedestrians priority
neglecting the speed limits
heavy loads truck carrying the people improperly
overloading/careless loading and disrespecting traffic rules
2. pedestrians negligence on the ways
3. the vehicles condition being weakness
4. animals and carts usage on the main routes
5. the road constructors does not properly
6. construct the road
The improper medical treatment of injuries is some of the causes for the largest number
of death and economical failure in the country.
Chapter Five
5. Preventive Strategies and Possible Counter Measures
5.1 Identified Problems and Counter Measures
The most common problems identified in the preceding chapters were discussed. Data
management system of the police were obtained and rated as very poor. So the data and
information retrieval system has to be computerized, the police has to be educated to the
level of degree.
The place where most attention has to be paid are Akaki to Mojdo and at some routes
where there are service centers, public areas, market places and farm land areas. The roads
at the entry around rural or outlet which shared 47% of the accidents should be paid
attention by the traffic police. Pedestrians who are using roads should be aware of these
rules not to cross roads at no zebra.
The traffic accidents on the periods of peak hours, market, working days and
recreational times should be paid attention to reduce accidents severity through education,
training the police and the road users.
Types of vehicles such as Heavy load truck capacity of 11-40 quintals or ISUZU,
Heavy load capacity of 41-100quintal, pick up capacity of 10 quintals, station wagons,
heavy load trucks with trailers, people transportation buses, which contributed accident of
70.45% has to be educated, controlled by government with speed limit, distance limit, etc.
techniques.
5.2 Road Traffic Safety Managements
The traffic safety management is that it finds traffic accidents rule, adopts the traffic
legislate, makes regulation of the traffic safety management and implements the controls of
the traffic by studying on traffic accidents on road, in order to prevent the accidents and
reduce the number of the death and property loss. The objectives of management are to
reduce accidents and their severity. There is the consanguineous relation between traffic
safety management and traffic safety by the definition of the traffic safety management.
The consummate and scientific traffic safety management will improve the environments of
traffic and reduce the number of traffic accidents.
The traffic safety management: Involves the traffic safe administration management
(the mechanism, traffic safety policy, traffic safety duty of the traffic safety management),
traffic safe practice (driver's physiology and psychology, etc, vehicle safe practice, traffic
crash analysis and countermeasure) and road traffic safety facilities (road safety facilities,
rescue and aid in vehicle safety facilities, traffic participant's safety facilities, safety
education of the traffic), etc (Wang, W. et al. 2003). The compatible traffic safety
management is prerequisite of ensuring unobstructed road and people's safety, and
promoting economic developing. The incompatible
Structure system of the traffic safety management: The traffic safety management
includes traffic safety administration management, traffic safety technical management and
safety facilities management. The concrete structure system is as figure 5.1 shows.
A. Traffic Safety Administration Management: Traffic safety administration
management includes the mechanism of the traffic safety management, policy, duty and
administrative information system of technology, etc. it includes the Mechanism of the
Traffic Safety Management, Policy of the Traffic Safety Management, Duty of the Traffic
Safety Management and Information System of the Traffic Safety Technical Administrative
Management
B. Traffic Safety Technical Management: The traffic safety technical management is
comprehensive, and considered from the influence factors of the traffic safety, it carries on
from such respects as people, vehicle, road and environment, etc. It includes the
consideration of traffic accidents analysis, Person management, vehicle management, road
management, environmental management, and application of the advanced electronic
information technology and traffic safety pre-warning system management.
Administration
Policy of the
Duty of the Traffic
Traffic
Safety
Manageme
Traffic
Safety
Technical
Vehicle
M
Road Management
Environmental Management
Application of the Advanced
Traffic Safety Pre-warning
Road Safety Facilities
M
Vehicle Safety Facilities
Traffic
Safety
Facilities
8. Implement a graduated driver licensing system whereby novice (beginners) drivers are
restricted initially to driving while accompanied by an experienced driver, then to
driving unaccompanied only during daylight hours, then to driving with a limited
numbers of passengers, and so on, until they are fully experienced and competent.
5.3.3. Strengthened Control of Risky Driving Behaviors
In addition to the seat belt regulation, the police should begin a special control including
stiff fines, license suspension and more frequent monitoring for traffic violations in relation
to seven risky driving behaviors. The major risk behaviors include:
drunken driving,
driving without license,
speeding,
violation of traffic signals,
intrusion on median strip,
Wild driving by motorcyclists, etc.
As a result, there must be a significant drop in the number of fatalities in four categories
of risky behavior: drunk driving, driving without license, speeding, and violation of traffic
signals. Significant decreases in the number of deaths will be observed in the area of other
causes of fatality, compared to the corresponding traffic deaths of the previous year once
this technique applied in order to attain remarkable change in accident reduction.
5.3.4. Financial Reward System for Traffic Violation Evidence
Financial reward for all the road users and anybody who is near to the vehicle drivers
and make mistake is very important motivation to submit documents he/she gathered.
In April 2001, the government of Korea introduced a reward system for citizens
reporting traffic violations. Under the system, anyone who holds evidence of a traffic
violation can report it and receive a financial reward. The evidence is normally in the form
of photographs or videotapes taken at the site of a violation. This system inspired many
people to take shots of traffic violations for financial reward in cash payment. During the
month of April 2001, the first month of implementation, 25,000 cases of traffic violation
per day were submitted to the authorities, with 99% of those initially submitted deemed
true and rewarded. The number of submitted cases has declined from 25,000/day in April to
7,000/day in August 2001figures that can be partially explained by the suggestion that
more drivers began to abide by traffic rule (13, 16).
Therefore in our country we should also practice this Korean experience to reduce the
severity of accidents by motivating all citizenship rewarding. After few years the drivers by
themselves control each other and pay attention to the rule.
To use properly the equipments used to identify the most causative of the accidents
on the roots such as radars, traffic light that on and off according to the traffic
intensity, the signs used on the road sides
To make them enough matured on traffic control mechanism and how to manage
the traffic on the roads
To record data those are in need of the basic data employment technique using BPR
systems
To record data of the specific areas and to make them take measures that should
reduce the traffic accidents on the routes
3. Children Training and Education: The children should learn how to use roads and
cross the roads while they are using the roads when the cross the roads. They cross the
roads at where there is no zebras, move on the wrong way, etc while they are traveling to
school, to markets, playing foot balls, etc.
Creating awareness to the children is very essential:
To make them aware of how to use roads
To train how much the vehicles accident severity
The damage occurred and how to care for them selves
4. Farmer Training and Education: Farmers do not know how to cross the roads
while they are going to their farm lands. They cross anywhere and exposed to accidents
easily due to lack of awareness of the crossing and road use. It helps the farmer:
To know where and when to cross the roads
To identify the accident severity that reaches on their cattle and them selves
To control their cattle not to send around the road sides
5. Education to merchants: Since merchants are most commonly user of transport to
accomplish their trade over longer distance, they should aware of how to control traffic
accidents and cross the roads.
6. Drivers education and Training: the drivers need training and education how to
use the roads and the speed limits use. Most of the accidents occur due to lack of the
education of the drivers driving beyond the limit of speeds recommended. Most of the
studies indicate that speed limitation reduces the death and a damage of accident reducing
by 1%. While driving on the routes the drivers do not respect the rule and the regulation
due to lack of education.
The training and education of drivers is useful:
To reduce the crash of life and to create awareness to drivers
To make drivers to identify places where to speed up and where to limit the speeds
and to indicate the severity of accidents to many society and themselves
To indicate the traffic accident economic degradation and failures
Make them how to identify the signs of the roads sides
In view of the fact that a large number of the Ethiopian drivers cannot read or write
English Language, the road signs should be expressed in pictorial language, English
and other local languages such as Amharic, Oromic or other to enable such drivers operate
safety in their localities. This measure if implemented with care and commitment should
enhance driving performance for the benefit of the vehicle drivers and non-drivers.
In the problem identification the drivers are highly reason of the traffic accident along
the study site from the survey of the data. They need to be given attitude changing
education. Generally the responsible body should control over the following main areas/
factors with respect to drivers.
1. Age of the drivers: the age of the drivers has one effect for roads traffic accident
occurrences. The drivers aged between 1 to 18 years and the drivers aged from 18 to 30 and
31 to 50 and above have different attitudinal thinking and concentration while driving. The
drivers age up to 18 are weak in mind and do not understand the problem of accidents. The
aged group from 18 to 30 can commit more accidents than any others because they are in a
fire age and addicted to different stimulants (chat, alcohol, cigarette, etc). When an age of
the drivers goes beyond fifty, the eye sight gets weak and they are in difficulty to identify
things properly and easily. So they may result in accidents. Therefore the transport
Authority should put rule how to give license and confirm the strength of the drivers by
controlling mechanisms. The drivers age has gone means the listening and sight problems
occur on him/her.
2. Experience of the drivers: another factor that has effect on traffic accident is the
drivers experiences. The experienced drivers drive by passing though challenges. Drivers
with less experience are not supposed to drive over longer kilometers because they may get
sleep or weakness on the way and result in accidents.
3. Drivers license level: the drivers license level have an effect on the roads traffic
accidents as the vehicle the drivers hand depends on the license level. Drivers with 3rd and
2nd driving license cause more accidents on the study site because they had caught heavy
loads truck capacity of 11-100 quintals. Therefore the government or the responsible body
should control such types of traffic accidents commitment and follow them. The licensing
system should be changed all in all because it causes accident commitment in the roads.
The government should put the licensing rule such as the person who is going to be given
license should fulfill the following criterions.
In good health condition (not impaired, handicap, blind, sick over long period)
Maturity of age either he/she is enough to drive vehicle or not
Education level (considering technically educated, trained especially, etc.)
4. The genders of the drivers: Most of the time genders affect traffic accidents
depending on their driving system and attention. As it has been seen that most of the
accidents occurred due to the male drivers carelessness in the problem identification phase.
These may not conclude the reality because the data stochastically different as the number
of females licensed are very few. If we rate with respect to the licensed persons it is may be
different. Anyhow attentions have to be paid on these group or genders. Big study and
investigation is necessary on them and motivational meeting should also make to create
awareness on both sexes. Some scholars say that females feel as the family concerned and
they are careful.
5. Driver Fatigue: Fatigue leads truck drivers to fall asleep, be inattentive, misjudge
gaps, ignore the signs of impending dangers, panic, freeze, and under or overreact to a
situation. Even though fatigue is a common cause of truck accidents, it is also the most
preventable. The drivers should avoid fatigue by getting enough rest at least 8 hours sleep a
day. Federal regulations (called the "hours of service rules") set rules to ensure that truck
drivers obtain the necessary rest and restorative sleep in order to drive safely. Under these
rules, truck drivers can work a maximum of 14 hours per day, during which time they can
only drive for a maximum of 11 hours. The driver must be off-duty for 10 consecutive
hours prior to the start of a shift. The driver also cannot drive after being on duty for 60
hours in seven consecutive days or 70 hours in eight consecutive days.
6. Drug User: Drivers may not use any controlled substances, unless prescribed by a
licensed physician who is familiar with the driver's medical history and assigned duties and
has determined that the drug use will not adversely affect the driver's ability to safely
operate a commercial motor vehicle.
Ethiopian citizens should be formally educated about the effect of drugs and alcohol on
driving ability. Education at the primary, secondary and tertiary levels should include
instruction on alcohol and drug in their health education curricula. The long-term benefit of
this strategy is sure to improve future during performance which in turn will reduce the
number and severity of traffic accidents on the Ethiopian highways.
In view of the fact that a large number of the Ethiopian drivers cannot read or write
English Language, the road signs should be expressed in pictorial language, English and
other local languages such as Amharic, Oromic or other to enable such drivers operate
safety in their localities. This measure if implemented with care and commitment should
enhance driving performance for the benefit of the vehicle drivers and non-drivers.
Federal regulations should:
Test their drivers for alcohol and drug use as a condition of employment, and
Require periodic random tests of the drivers while they are on duty and after an
accident involving a fatality.
The governments of Ethiopia should pay more attention to the maintenance of their
highways and roads for safe use of the motorists.
The current picture of traffic accidents in Ethiopia warns of an urgent need to
introduce Driver and Traffic Safety Education into the Ethiopian School system in
general.
Ethiopians, especially the youth need this type of education to enable them operate
safely over 75 million registered (passenger and commercial) vehicles on the
Ethiopian highways and roads. The introduction of this life-centered education will
constitute a single most powerful strategy for reducing death traps on the Ethiopian
highways. Its long-term benefits supersede those of all other measures designed to
curb (control) traffic problems in the country.
7. Mobile phone influence: Drivers sometimes act to answer for the call of mobile
while they are driving on the roads. When they attempt to feed back for the call they lose
their concentration of attention in driving the vehicle and may lose their vehicle to control.
Once the driver lost his/her concentration due to mobile phone, they collide with the other
vehicle or the pedestrians. This results in Sevier accident on properties and animals life.
Therefore mobile phone strictly forbidden and the drivers while driving should switch off
their phone or give for their helper/weyala and get the message even if the phone is
necessary. Otherwise the driver should stop for a while and speak and start his travel. The
government police should tackle some problem solving mechanism regarding the mobile
phone used by the drivers.
5.3.6 Constructing Alternative Routes for Vehicle Types
The roads network in the Oromia region is poor in the wideness aspect. The roads are
very narrow to path two or more vehicles at the same time. These cause the accident Sevier
while they are speeding on these narrow ways. According to the survey I made the roads
from Addis Ababa to Hawassa entrance were very poor to path the necessary requirement
of the vehicle. There are road users like animals, human beings and immaterial objects
making the road more congested by traffic. Therefore the roads should be constructed as
they serve the vehicle and pedestrian properly. The roads should have middle separating
wide line passage, the roads should have pedestrians allowance, and the roads should be
constructed separately for the heavy load trucks and small load vehicles to reduce the
congestion of the traffic. Construction of route for vehicle size and type is the best policy to
minimize the accident of one country. Heavy and medium or light load trucks or vehicles
should have a separate route that one should not get in to the other routes. Even though
these are a long term planning or strategy, it should be planted by the country government
to solve the problem of the accidents on the roads.
5.3.7 Putting a Break in the Middle of the Roads
Putting a break in the middle of a road at some recommended distance to reduce the
high speed of the truck or vehicle is better strategy for solving the traffic accidents in
Ethiopia. Passing some hundreds of distance and putting an obstacle or inclination on the
road or setting police traffic who controls the drivers speed using radar meter and put his
effort to teach in a shorter period of time is the better strategy in which takes shorter period
of time. E.g. the Meshuwalekiya train road reduces the speed of the vehicle while they are
crossing the area. This allows people who cross the road to pass before the vehicle
approach them.
5.3.8 Safety-Awareness in Planning Road Networks
The framework for the systemic management of road safety in our country should be
increasingly defined by the following activities over the long term planning of the
government.
Classifying the road network according to their primary road functions;
Setting appropriate speed limits according to those road functions;
Improving road layout and design to encourage better use.
These approaches can, in principle, be adapted to the contexts of middle-income and
low-income countries. Within these general principles, safety engineering and traffic
management should aim:
To prevent road use that does not match the functions for which the road was
designed;
To manage the traffic mix by separating different kinds of road users, so as to
eliminate conflicting movements of road users, except at low speeds;
To prevent uncertainty among road users about appropriate road use.
A large body of knowledge exists to support the use of a safety-awareness approach to
road planning and is available in the form of design standards and best practice guidelines
and manuals.
Ethiopia should take an experience of Dutch policy of sustainable safety to divide roads
into one of the three types according to their function, and then sets speed limits
accordingly (26):
1. Flow roads (or through-roads): For such roads, through-traffic goes from the place
of departure to the destination without interruption. Speeds above 100120 km/h are not
permitted, and there is a complete separation of traffic streams.
2. Distributor roads: These roads enable users to enter or leave an area. The needs of
moving traffic continue to be predominant. Local distributor roads carry traffic to and from
large urban districts, villages and rural areas, and have traffic interchanges at limited
sections. These roads give equal importance to motorized and non-motorized local traffic,
but separate users wherever possible. Speeds on distributor roads should not exceed 50
km/h within built-up areas or 80 km/h in rural areas. There should be separate paths for
pedestrians and cyclists, dual carriageways with separation of streams along the full length,
speed controls at major crossings, and right of way.
2. Residential access roads: These roads are typically used to reach a dwelling, shop or
business. The needs of non-motorized users are predominant. There is a constant access and
interchange of traffic and the vast majority of roads are of this type. For residential access
roads in towns and villages, speeds above 30 km/h are not permitted. In rural areas, no
speeds over 40 km/h are allowed at crossings and entries otherwise 60 km/h may be
acceptable. Where a road performs a mixture of functions, the appropriate speed is
normally the lowest of the speeds appropriate to the individual functions between the
mobility of motor vehicle users on the one hand and the safety of pedestrians and cyclists
on the other. Most pedestrian crashes occur within one mile (1.6 km) of the victims home
or place of business (11, 27, 28, 37).
Classifying roads functionally in the form of a road hierarchy, as it is known in
highway engineering is important for providing safer routes and safer designs. Such a
classification takes account of land use, location of crash sites, vehicle and pedestrian
flows, and objectives such as speed control.
public transport a finding that should be reflected in planning decisions (11, 18, 19). Safe
crossing facilities for pedestrians and cyclists are likely not to be used if many steps need to
be climbed, if long detours are involved, or if the crossings are poorly lit or underpasses
badly maintained.
5.4.2. Trip Reduction Measures
It has been estimated from studies in high-income Countries that, under certain
conditions, for each 1% reduction in motor vehicle distance traveled, there is a
corresponding 1.41.8% reduction in the incidence of crashes (7, 23, and 24). Measures
that may reduce the distance traveled include:
Making greater use of electronic means of communications as a substitute for delivering
communications by road;
Encouraging more people to work from home, using e-mail to communicate with their
workplace;
Better management of commuter transport, and of transport to and from schools and
colleges;
Better management of tourist transport and prohibits (bans) on freight transport.
Reducing the trip of the roads from longer distance to 100km for the minibus, taxis, etc
and restrictions on vehicle parking and road use
Providing information to the drivers on the way they are traveling what the face
5.4.3 Minimizing Exposure to High-Risk Restricting Access to Road Network
Preventing pedestrians and cyclists from accessing motorways and preventing motor
vehicles from entering pedestrian zones are two well-established measures for minimizing
contact between high-speed traffic and unprotected road users. Because vehicles are
physically prevented from entering them, pedestrian zones are safer for travel on foot and
also where there is shared use for bicycle travel. Motorways have the lowest crash rates,
in terms of distance traveled, of the whole road network, by virtue of their sole use by
motor vehicles, and their use of clear separation of traffic and segregated junctions.
Using a separate road sides for vehicle such as carts, cycles to reduce the risk exposure
of the roads in the study route.
5.4.4. Giving Priority in the Road network to Higher Occupancy Vehicles
Giving vehicles with many occupants priority in traffic over those with few occupants
is a means of reducing the overall distance traveled by private motorized transport and
hence of cutting down on exposure to risk. This strategy is adopted by many cities
worldwide. Giving priority for most of the occupant vehicle is the most essential
mechanism to reduce road traffic accidents. Once the prioritization takes place then the
probability of collision minimized. On this activity the government should enforce law.
5.4.5. Knowing Safer Modes of Transportation
Understanding the better modes of land or roads transportation is one of the common
strategies to reduce traffic accidents on this study site. The following details are very
imitative to the modes of transportation.
Encouraging Use of Safer Modes of travel
Whether measured by the time spent traveling or by the number of trips, travel by bus
and train is many times safer than any other mode of road travel. Policies that stimulate the
use of public transport, and its combination with walking and cycling, are thus to be
encouraged. While the walking and cycling parts of journeys bear relatively high risks,
pedestrians and cyclists create less risk for other road users than do motor vehicles (7, 8,
and 11). However, by implementing known safety measures, it should be possible to
achieve a growth in healthier forms of travel, such as walking and cycling, and at the same
time reduce the incidence of deaths and injuries among pedestrians and cyclists. These are
goals that are increasingly being adopted in national transport policies in high-income
countries (18).
Strategies that may increase the use of public transport include:
improved mass transit systems (including improvements to routes covered and
ticketing procedures, shorter distances between stops, and greater comfort and
safety of both the vehicle and the waiting areas);
better coordination between different modes of travel (including the
coordination of schedules and the harmonization of tariff schemes); secure
shelters for bicycles;
allowing bicycles to be carried on board trains, ferries and buses;
park and ride facilities, where users can park their cars near public transport
stops;
Higher fuel taxes and other pricing reforms that discourage private car use in favor of
public transport and improvements to taxi services;
Financial incentives have proved successful in some highly-motorized countries; for
example, in the Netherlands, a free public transport pass for students has resulted in lower
car use (25).
In many low-income countries, however, public transport services often operate without
regulation and create unacceptable levels of risk, both for their occupants and for those
outside the vehicle. These risks arise from overloaded vehicles, long working hours of
drivers, speeding and other dangerous behaviors. All the same, an improved public
transport system with proper regulation and enforcement, combined with non-motorized
transportation cycling and walking can play an important part in low-income and middleincome countries as a response to the growing demand for transport and accessibility.
Despite the generally lower injury risks associated with public transport, more research on
the effectiveness of public transport strategies in reducing the incidence of road traffic
injuries still needs to be carried out.
5.4.6 Using Speed reduction techniques
A. Speed Bumps Method: a Low-Cost Road Safety Intervention (Ghana Case)
Road safety is a serious problem in Ghana, were fatality rates are some 30 to 40 times
greater than those in industrialized countries. The excessive vehicle speeds that prevail on
the countrys inter-urban highways and on roads in built-up areas have been shown to be a
key contributory factor in serious traffic crashes (29, 35). In recent years, speed bumps
have been installed at some crash-prone locations on the highways, so as to lower the speed
of vehicles and improve the traffic environment for other road users, including pedestrians
and cyclists, in built-up areas. These speed bumps produce discomfort when vehicles pass
over them at higher speeds; with their vehicles lifted off the ground and with the resulting
noise, drivers are forced to reduce their speed. This in turn decreases the kinetic energy of
the vehicle that can cause injuries and deaths on impact, and gives drivers longer warning
of possible collisions, lessening the likelihood of road crashes.
The use of speed bumps, in the form of rumble (thunder) strips (floor covering) and
speed humps has been found to be effective on Ghanaian roads. Speed control bumps and
humps have now become increasingly common on Ghanaian roads, particularly in built-up
areas where excessive vehicle speeds threaten other road users. A wide range of materials
including vulcanized rubber, hot thermoplastic materials, bituminous mixes, concrete and
bricks have been used in the construction of the speed control areas. It is low cost to
practice in shorter period of time.
Our country should also practice the Ghanaian speed bumper to reduce the speed of the
drivers along the rural and town roads where high congestion of traffic accidents are high.
And also were there is high speed of motor vehicles on the longer distance. The bumper
reducing speed means, it helps the pedestrians to cross the roads easily before the vehicle
reach them. This reduces the occurrence of accidents on the routes.
B. Traffic Calming Measures: At speeds below 30 km/h pedestrians can coexist with
motor vehicles in relative safety. Speed management and traffic-calming include techniques
such as discouraging traffic from entering certain areas and installing physical speedreducing measures, such as roundabouts, road narrowing, chicanes and road humps. These
measures are often backed up by speed limits of 30 km/h, but they can be designed to
achieve various levels of appropriate speed
A. Blood alcohol concentration limits: The basic element of any package to reduce
alcohol impairment among road users is establishing a legal BAC (Blood Alcohol
Concentration) limit. Mandatory BAC limits provide an objective and simple means by
which alcohol impairment can be detected (7,22). In addition, the BAC level gives clear
guidance to drivers about safe driving practice. Upper limits of 0.05 g/dl for the general
driving population and 0.02 g/dl for young drivers and motorcycle riders are generally
considered to be the best practice at this time.
B. Blood alcohol concentration limits for the general driving population: The risk
of crash involvement starts to increase significantly at BAC levels of 0.04 g/dl (14). A
variety of BAC limits are in place across the world ranging from 0.02 g/dl to 0.10 g/dl
.The most common limit in high-income countries is 0.05 g/dl; a legal limit of 0.10 g/dl
corresponds to a threefold increase, and a limit of 0.08 g/dl a two-fold increase, in the risk
of crash involvement over that allowed by a 0.05 g/dl limit.
C. Lower blood alcohol concentration limits for young or inexperienced drivers:
The crash risk for inexperienced young adults starts to increase substantially at lower BAC
levels than older, more experienced drivers. A review of published studies found that laws
establishing a lower BAC limit of between zero and 0.02 g/dl for young or
inexperienced drivers can lead to reductions in crashes of between 4% and 24% (7, 22). If
the drivers do not drink the accident will reduce. So the government should put a law to the
drivers.
D. Discouraging excess alcohol offenders: For most countries, the level of
enforcement of drink-driving laws has a direct effect on the incidence of drinking and
driving (14). Increasing drivers perception of the risk of being detected is the most
effective means of deterring drinking and driving.
Police powers vary between countries, and include the following:
stopping obviously impaired drivers; stopping drivers at roadblocks or sobriety
checkpoints and testing only those suspected of alcohol impairment;
Stopping drivers at random and testing all who are stopped
The following components have been identified as being central to successful
police enforcement operations to deter (discourage) drinking drivers;
1. A high proportion of people tested (at least one in ten drivers every year but, if
possible, one in three drivers, as is the case in Finland).
2. Enforcement that is unpredictable in terms of time and place, deployed in such a
manner so as to ensure wide coverage of the whole road network and to make it
difficult for drivers to avoid the checkpoints.
3. Highly visible police operations. For drinking drivers who are caught, remedial
treatment can be offered as an alternative to traditional penalties, to reduce the
likelihood of repeated offending.
E. Penalties for excess alcohol offenders/ hurting some bodies feeling: Prison
sentences have been given for drink-driving offences in several countries. According to
research, though, in the absence of effective enforcement such a penalty, in general, has
been unsuccessful in deterring drinking drivers or reducing the rate of repeat offending. If
drivers perceive that the likelihood of their being detected and punished is low, then the
effect of the penalty, even if severe, is likely to be small. All the same, research suggests
that disqualification from driving after failing a breath test or refusing to take a breath test
may deter drinking drivers probably because of the swiftness (quickness) and certainty of
the punishment (3,22).
4. Setting and Enforcing Seat-Belt: Mandatory seat-belt use has been one of road
injury preventions greatest success stories and has saved many lives. Occupant restraints
first began to be fitted in cars in the late 1960s, and the first law on their mandatory use was
passed in Victoria, Australia, in 1971. By the end of that year, the annual number of car
occupant deaths in Victoria had fallen by 18% and by 1975 by 26% (, 3, 7, 10, 11 and 22).
Following the experience of Victoria, many countries also introduced seat-belt laws, which
have led to many hundreds of thousands of lives saved worldwide.
It is true for our country to enforce seat-belt by law of the government to safe many life
from injury and reduce the number of accidents occur by vehicles.
5.4.8. Insurance and Medical Enforcement by Government
Once the event happens the insurance and medical organization should take the injuries
by sharing as the third party. Medical hospitals should give as much as possible treatment
for the injured person to reduce the death rate and pain. They are responsible to minimize
the death of traffic accidents by giving all the possible treatments.
Insurance companies also give insurance to the damaged vehicle or injured person after
assessing the cause of problem for the people who had insurance policy in hand. This is one
method to reduce risk when it occur giving it to the third or second party. The condition of
insurance should not only pay necessary payment for the accident but they should find
alternative preventive in order not to occur such type of accidents again.
5.4.9. Environmental Condition Control
The environmental conditions are the light, dusty roads; muddy, windy, rainy etc. types
of the environments should be enforced by government to control the drivers in such harsh
periods.
I. Lightening condition: The government has to put the law that controls the drivers
without head and rear side light on the vehicle. The government should also put the driving
time strict during a specific period in a day by Federal Regular time driving allowances.
Therefore government should put into consideration and go for change and law
enforcement that is strong and workable in the country contributing in the roads traffic
accident reductions.
2. Junction Type: The majority of capacity problems occur at the road junction. Due to
the various conflicting demands it is not surprising that two third of traffic accidents occur
at road junction.
1. Uncontrolled non priority junctions
2. Priority junctions
3. Roundabout
4. Traffic signal
5. Grade separation
In the figure 5.2 it is tried to see most preventive and counter measures by identifying
them in to long-term and short- term strategies. Most of the methods concentrate on the
drivers speed, road users, roads and government safety managements. Maintaining the
roads which are old and difficult for the traveler and in turn causing accidents.
Controlling
Accident
Maintain Roads
& construct
pedestrian and
vehicle roads
separately
Create
awareness on
road users
Check
vehicle
status
Pedestrians
Passenger
Educate
Set
Penalty
rule
Drivers
Education &
set training
Base
experience
Control
license
Limit
speed
Create Awareness
Control Drivers
Minimize
Accident
rate
mode of transports are insured and safe for which type of distance travel? The pedestrians
should also learn when the drivers make over speeding driving to reduce by telling him/her.
The other is drivers in which strongly attention has to be paid on to reduce the terrorizing
accident of the country and the study route.
The drivers should be licensed based on educational back ground, they should drive
short, medium and long distance based on experience i.e. more experienced should allowed
to drive where there is high congestion of traffic and on longer routes as they manage
themselves by controlling the speed and are not addicted to stimulants, the age of the
drivers should also be considered that is the highly aged drivers are cool at driving as they
feel the responsible of family. The drivers should also be educated and trained periodically
to bring these all awareness on the roads accidents severity. Pedestrians should also be
educated and trained at school level. The rule that should control the pedestrian to take their
right and respect all the rule of crossing roads has to be set and penalty has to be
implemented for the pedestrian who is accused of crossing road illegally.
Finally controlling and managing all the possible causes of sever accidents mentioned
in the model will limit the accidents severity and reduce the random occurrence.
Road injury Prevention Policy Makers: the following parties are very necessary to
prevent road injuries. These are the:
Government and legislative bodies such as transport, public, health, education,
justice and finance
Industries
NGOs special interest groups
Police and media incorporating with users or citizens
These bodies altogether will bring change on the road traffic accident reduction
if they all be one and work together by creating excellent preventive policy on
road traffic accidents.
5.6.
The unit deals with most common preventive strategies as short term and long tern
preventive strategies to bring the behavioral change of the road traffic injuries.
The long term preventive strategies are:
Managing Exposure to Risk
Reduce the Occurrence of Crashes
Strengthened Control of Seven Risky Driving Behaviors
Financial Reward System for Traffic Violation Evidence
Introducing Traffic Safety Education to School System
Making Drivers to identify things properly
Chapter Six
6. Conclusion and Recommendation
6.1 Conclusion
In conclusion and in general as the above analysis and interpretation showed in the
Oromia routes, in Ethiopia road transportation accidents are not mitigated at once and for
all. It needs a continues assessment from time to time by any other researchers as the
transportation system phase and the cities master plans improved from time to time.
Therefore study has to be made from time to time as the system of urbanization changes
and the solution for the problems should be found by applying new systems that can the
century comes with.
The roads traffic accidents are getting worst and worst all over the worlds. The traffic
accident on the way from Gelan to Tukurwuha varies according to different factors such as
the drivers condition, the environmental conditions and the vehicles situation. The roads
are somewhat straight compared to the other roads of the countries but the accidents on
these roads are causing life death almost more than 32.48%, 18.46% serious injuries,
13.48% slight injuries and 35.58% property damages were incurred cost of 12,114,850
ETB birr on these the routes. Cattle death is 68% and 32% wound. On the same time
11.10% injury is on drivers, 35.25% on pedestrians, and 53.66% on passengers that the
percentage of the pedestrian and the passengers rated on these roads was 89% that
indicating the death of the human is mostly put its arm over the pass angers and
pedestrians. The routes are getting worst and worst unless the controlling mechanisms on
the routes get stronger and stronger. Most injuries registered by drivers. The drivers
problem 55%, pedestrian problem 35%, vehicle problem 5%, roads problem 1% and others
4%.
The other big problem notified on these line were the problem of data gathering
mechanisms. The data gathering system and handling is not computerized and some cannot
get them easily for proper study of the traffic accidents. The educational lack results in the
data retrieval system among the police traffic of most of the offices in these lines even the
Oromia Police Commission has got a very surprising situation in which it handles data
from different zones and weredas. The organization of data about the traffic accidents
should tell for the next measure to be taken but here it does not doing it so. The police just
register the data and then identify who made mistake and give punishment for most of the
drivers who committed traffic accident in monetary value.
The rural areas are getting the accidents higher and higher in these roads than the town
areas as the study showed 47% of the accidents took place on these routes. The types of
vehicle which are causing these most of the time are these station wagons, the pickup
trucks, heavy load trucks such as 11-41 quintal load carriers (ISUZU), heavy trucks of load
carriers of 41-100 quintals, transportation bus of sit 13-45 types of vehicles are the most
common on these roads to cause accidents.
The other big problem is the drivers speed and which is over the limit of the restricted
minimal speed. The speed by which minibus speed up for instance is up to 130Km/h as I
noticed during the survey time. The recommended speed limit is from 50Km/h- 90Km/h.
The speed is most of the time committed by the employees than the government drivers.
This is because the drivers who are employed need to get more per day so that they are
speedy and more accident causatives as the same time.
The result indicated that the main causes of the accidents at the black spot areas were
unavailability of proper pedestrian facilities, pedestrian traffic volume, drivers fatigue,
lack of awareness of traffic rules and regulation and violation of speed limit in accordance
to the pilot study by the National Road Safety Coordination Office. Besides, densities of
accidents per kilometer were found to be a function of access points in towns. Narrow
bridge, inadequate sight distance, insufficient illumination, road curvature, and faded road
markings are usually the major causes of accidents.
Drivers getting license out of his sufficiency will not reduce accident rate rather become
the big problem of the economy for the country by causing a lot of damage on life and
properties.
In the rule the drivers who are driving improperly should lose their driving license is
not implemented in our country. The government control over the drivers and the
pedestrians being less, the severity of road accidents had increased from time to time till
recent time.
In general for our country traffic accident causes are the following.
Lack of employers to give the method how to pass accident preventing
Loading people on material loaders car
Loading over the capacity in people transportation bus
Traffic police and material limitation
Lack of modern data or information gathering system
Roads design and construction lack of safety consideration
Lack of traffic signal distribution and care for them
Lack of awareness of the community to control traffic accidents
Passengers lack on traffic accidents and way of using roads
Police traffic awareness on following up the accident condition after happened
than before it had happened
6.2 Recommendation
Most of the problems have been identified in the study and separated to which emphasis
should be given; the remaining thing is the recommendation of the way which helps to
reduce the roads traffic accidents. The methods in which the problems are solved had been
set but lack of education, lack of awareness or others made the implementation too poor to
reduce road traffic accidents.
In general, the following recommendation should be well thought-out.
Prohibition of on road side parking
Introduction of high speed train
Shorter possible routes usage to traffic channelization
Increasing the roads number by classifying into heavy loads truck way and
small vehicle ways
Set educational training for the people in school level about traffic accident
to create to all levels awareness
Furnish appropriate sign and marking
Strict traffic police enforcement and speed control to use radar meter
Road user information and campaign
Providing pedestrian side walk
Limiting driving time for professional drivers and
Use of computerized data management for future research
Traffic accident policies and management system hast be set by the
government in order to reduce the occurrence of accidents and severity on
life.
In particular the routes from Addis Ababa to Modjo should be given priority as the
proximity to the capital city of Ethiopia is nearer and as the routes from export- import
(Djibouti) is passing through these routes, the accident severity increases.
6.3 Future Research Areas
The future studies area for any other interested researcher could be in some of the
following areas.
The research made till now has to be tested either implemented properly or simply
stored. If the researches done are not implemented they should be implemented by testing
the feasibility of all the research made by so many scholars until today and setting rules
how to implement the study. Other important areas to be seen are:
1. The efficiency of traffic police management system and educational background
2. The data management system and most important mode of transportation that could
reduce traffic intensity
3. Road network design and alternative routes for the flow of road users
4. The vehicles type existing in the home country and the newly once coming to the
country
BIBLOGRAPHY
1. Afukaar FK, Antwi P, Ofosu-Amah S., 2003, Pattern of Road Traffic Injuries
in Ghana: implications for control. Injury Control and Safety Promotion,
Ghana
2. A.Persson, 2008 Road Traffic Accidents in Ethiopia: Magnitude, Causes and
Possible Interventions , Sweden, Lund University,
3. Bitew Mebrahtu, 2002, Taxi Traffic Accidents in Addis Ababa: Causes,
Temporal and Spatial Variations, and Consequences, Addis Ababa
4. Bong-Min Yang1 and Jinhyun Kim2, 2003, Road traffic accidents and policy
interventions in Korea Kyungnam, Korea,
5. Brochure for World Health Day, 7th April, 2004
6. Dan Chisholm and Huseyin Naci, 2008, Road Traffic Injury Prevention: An
Assessment of Risk Exposure and Intervention Cost-Effectiveness in Different
World Regions, Geneva, Switzerland.
7. Fanueal Samson, June 2006 Analysis of Traffic Accident in Addis Ababa :
Traffic Simulation;, Addis Ababa ,
8. Frank P. Mckenna, 2007, The Perceived Legitimacy of Intervention: A Key
Feature for Road Safety University of Reading and Perception and
Performance, Korea
9. Finch DJ et al., 1994, Speed, Speed Limits and Accidents. Crowthorne,
Transport Research Laboratory Ltd, (Project Report 58)
10. Getachew Epherem (Thesis), June 2008, Road Traffic Accident in Addis Ababa
and the Solution to Mitigate, Addis Ababa University, Ethiopia
11. Getu Segni, April 2007, Causes of Road Traffic Accident and Possible Counter
Measures on Addis Ababa - Shashemene Road ,Addis Ababa, Ethiopia
12. Hogan Usoro, Phd,2000,Strategies for the Prevention of Traffic Accidents on
the Nigerian Highways University of Technology (Crutech) Calabar
13. Knight P, Trinca G., 1998, The Development, Philosophy and Transfer of
TraumaCare Programs. In: Reflections on the transfer of traffic safety
knowledge to motorizing nations. Melbourne, Global Traffic Safety Trust: 75
78.
14. Kebede Tenaw, 2000 E.C, Capablity of Driving Preventing Accident, 10th
Edition, Elam printing, Ethiopia
15. Koornstra M, Bijleveld F, Hagenzieker M., 1997, The Safety Effects of
Daytime Running Lights. Leidschendam, Institute for Road Safety Research,
(SWOV Report R-97-36).
Day
Monday
Tues day
Wednesday
Thursday
Friday
Saturday
Sunday
Total
% share
13.4%
17.7%
12.0%
14.7%
12.9%
15.0%
14.3%
100.0%
199
7
%
share
%
share
7.7
7.2
7.1
3.1
2.5
3.0
0.3
0.5
3.1
3.4
3.6
4.0
199
8
%
share
199
9
%
share
200
0
%
share
Tot
al
Total
%
share
13.43
%
34.87
%
33.47
%
10.22
%
8.02%
61
118
15.84%
267
264
35.44%
779
187
25.10%
647
95
12.75%
281
61
8.19%
182
11.55
%
36.42
%
30.60
%
12.88
%
8.24%
100.0
0
516
11.82
%
30.23
%
29.46
%
16.86
%
11.63
%
100.0
0
745
100.00
%
217
0
21
5.12%
67
185
45.12%
174
141
34.39%
167
48
11.71%
51
21
5.12%
40
410
100.00
%
499
156
152
87
60
100.00
199
7
405
5
410
% shae
98.78%
1.22%
0.00%
100.00
%
199
8
495
4
499
% share
99.20%
0.80%
0.00%
100.00
%
199
9
513
% share
99.42%
3 0.58%
- 0.00%
516
100.00
%
200
0
739
6
745
% share
99.19%
0.81%
0.00%
Tota
l
2152
18
-
Total %
share
99.17%
0.83%
-
100.00
%
2170 100.00
%
Table A- 5: The educational back ground of the drivers who caused he accidents
The
educational
status
Illiterate
Basic
education
1st cycle
level
2nd junior
level
2ndry high
school
Above 2nd
high
school
unknown
1997 %
share
1998 %
share
0.58% 2
15.70% 80
Total Total
%
share
0.27% 11
0.53%
10.74% 249
12.05%
24.05% 150
29.07% 180
24.16% 536
25.93%
31.46% 121
24.25% 132
25.58% 195
26.17% 577
27.91%
76
18.54% 151
30.26% 81
15.70% 156
20.94% 464
22.45%
60
14.63% 52
10.42% 64
12.40% 122
16.38% 298
14.42%
12
2.93%
0.80%
0.58%
0.67%
1.16%
2
43
0.49% 4
10.49% 45
0.80%
9.02%
86
20.98% 120
129
1999 %
share
3
81
2000 %
share
Total
30.41%
61.15%
7.74%
0.69%
24
Drivers
1997 %
experiences
share
1998 %
share
1999 %
share
2000 %
share
Total
1.22%
31
6.21%
32
6.20%
58
7.79%
126
Total
%
share
5.81%
Have
no
license
Less than 1
year
1-2 years
2-5 years
5-10 years
Greater
than
10
years
Unknown
1.95%
34
6.81%
42
8.14%
95
12.75% 179
8.25%
130
97
153
10
31.71%
23.66%
37.32%
2.44%
83
97
132
92
16.63%
19.44%
26.45%
18.44%
58
151
137
67
11.24%
29.26%
26.55%
12.98%
87
133
165
145
11.68%
17.85%
22.15%
19.46%
358
478
587
314
16.50%
22.03%
27.05%
14.47%
1.71%
30
6.01%
29
5.62%
62
8.32%
128
5.90%
Table A-7.1 the drivers license level whom caused the accidents
Drivers
license
level
1st
2nd
3rd
4th
5th
Special
certified
no
license
Unknown
1997 %
share
1998 %
share
1999 %
share
2000 %
share
12
88
158
102
12
16
2.93%
21.46%
38.54%
24.88%
2.93%
3.90%
24
48
54
94
192
24
4.81%
9.62%
10.82%
18.84%
38.48%
4.81%
43
50
145
98
65
39
8.33%
9.69%
28.10%
18.99%
12.60%
7.56%
52
82
238
110
105
51
6.98%
11.01%
31.95%
14.77%
14.09%
6.85%
Total Total
%
share
131
6.04%
268
12.35%
595
27.42%
404
18.62%
374
17.24%
130
5.99%
12
2.93%
27
5.41%
38
7.36%
56
7.52%
133
6.13%
10
2.44%
36
7.21%
38
7.36%
51
6.85%
135
6.22%
1997 %
share
1998 %
share
1999 %
share
2000 %
share
47
56
118
87
79
23
37
40
113
165
110
34
53
59
118
134
99
53
79
79
198
183
131
75
11.46%
13.66%
28.78%
21.22%
19.27%
5.61%
7.41%
8.02%
22.65%
33.07%
22.04%
6.81%
10.27%
11.43%
22.87%
25.97%
19.19%
10.27%
10.60%
10.60%
26.58%
24.56%
17.58%
10.07%
Total Total
%
share
216
9.95%
234
10.78%
547
25.21%
569
26.22%
419
19.31%
185
8.53%
1997 %
share
1998 %
share
1999 %
share
2000 %
share
1.00%
6
17
13
15
2.52%
2.91%
23
22
3.09%
2.95%
Total Total
%
share
42
1.94%
59
2.72%
13
56
2.61% 20
13.66% 53
4.01% 37
10.62% 47
7.17%
9.11%
72
36
9.66%
4.83%
142
192
6.54%
8.85%
57
13.90% 39
7.82%
7.75%
70
9.40%
206
9.49%
93
22.68% 74
14.83% 53
10.27% 95
12.75% 315
14.52%
73
17.80% 91
18.24% 58
11.24% 66
8.86%
288
13.27%
25
6.10%
29
5.81%
28
5.43%
50
6.71%
132
6.08%
1.71%
21
4.21%
22
4.26%
23
3.09%
73
3.36%
1.16%
3.41%
40
Taxis
Bus of sit
capacity
12
Bus of sit
capacity
13-45
Bus of sit
46 and
over
Special
trucks
Special
trucks
with
trailers
Cart
Train
Others
Unknown
5
9
1.22%
2.20%
11
45
2.20%
9.02%
18
47
3.49%
9.11%
23
23
3.09%
3.09%
57
124
2.63%
5.71%
28
6.83%
22
4.41%
28
5.43%
52
6.98%
130
5.99%
13
3.17%
15
3.01%
20
3.88%
37
4.97%
85
3.92%
1.46%
11
2.20%
18
3.49%
23
3.09%
58
2.67%
1.22%
11
2.20%
20
3.88%
22
2.95%
58
2.67%
5
0
5
5
1.22%
0.00%
1.22%
1.22%
11
0
12
11
2.20%
0.00%
2.40%
2.20%
18
0
17
17
3.49%
0.00%
3.29%
3.29%
34
0
25
49
4.56%
0.00%
3.36%
6.58%
68
0
59
82
3.13%
0.00%
2.72%
3.78%
1997 %
share
1998 %
share
1999 %
share
2000 %
share
Total Total
%
share
10.20% 162
7.47%
Brake
problem
Freon
problem
Tire
Problem
Lighting
problem
Other
mechanical
No
problem
Unknown
14
3.41%
29
5.81%
43
8.33%
76
14
3.41%
37
7.41%
63
12.21% 55
7.38%
169
7.79%
14
3.41%
45
9.02%
55
10.66% 76
10.20% 190
8.76%
42
10.24% 38
7.62%
50
9.69%
83
11.14% 213
9.82%
45
10.98% 59
11.82% 59
11.43% 95
12.75% 258
11.89%
187
45.61% 291
58.32% 181
35.08% 225
30.20% 884
40.74%
94
22.93% 57
11.42% 65
12.60% 135
18.12% 351
16.18%
1997 %
1998 %
1999 %
2000 %
Total Total %
share
share
share
share
share
241 58.78% 223 44.69% 275 53.29% 281 37.72% 1020 47.00%
59
14.39% 80
16.03% 75
14.53% 140
18.79% 354
16.31%
62
15.12% 105
21.04% 91
17.64% 146
19.60% 404
18.62%
48
11.71% 91
18.24% 75
14.53% 178
23.89% 392
18.06%
199
7
59
% share
% share
14.39%
199
8
132
26.45%
199
9
90
%
share
18.04
%
19.84
%
200
0
127
98
23.90%
33
6.61%
99
38
9.27%
60
12.02%
41
10.00%
70
Prayers
area
Market
area
Recreation
al area
Hospital
area
Office area
27
6.59%
44
residence
area
Others
30
6.01%
62
14.03%
53
68
80
16.03%
32
10.62
%
6.41%
10.73%
32
6.41%
31
6.21%
79
23
5.61%
20
4.01%
40
8.02%
15
3.66%
20
4.01%
30
34
8.29%
28
5.61%
56
31
7.56%
24
4.81%
45
#VALUE !
#VALUE 10
!
%
share
24.61
%
25.58
%
Tota
l
408
12.02
%
13.18
%
6.78%
190
8.76%
232
174
10.69
%
8.02%
186
8.57%
46
15.31
%
8.91%
129
5.94%
6.01%
40
7.75%
105
4.84%
11.22
%
9.02%
57
175
8.06%
84
184
8.48%
2.00%
15
11.05
%
16.28
%
2.91%
25
1.15%
132
35
362
%
share
18.80
%
16.68
%
1997 %
share
1998 %
share
1999 %
share
163
39.76% 156
31.26% 127
24.61% 164
Total Total
%
share
22.01% 610
28.11%
143
34.88% 179
35.87% 161
31.20% 172
23.09% 655
30.18%
20
4.88%
40
8.02%
10.47% 80
10.74% 194
8.94%
35
8.54%
74
14.83% 51
9.88%
186
24.97% 346
15.94%
49
11.95% 50
10.02% 123
23.84% 143
19.19% 365
16.82%
54
2000 %
share
1997 %
1998 %
1999 %
2000 %
Total Total %
share
share
share
share
share
202 49.27% 238 47.70% 193 37.40% 291 39.06% 924
42.58%
59
14.39% 117
23.45% 45
8.72%
113
15.17% 334
15.39%
32
7.80%
23
4.61%
46
8.91%
45
6.04%
146
6.73%
16
3.90%
25
5.01%
50
9.69%
81
10.87% 172
7.93%
30
7.32%
22
4.41%
35
6.78%
48
6.44%
135
6.22%
15
3.66%
20
4.01%
33
6.40%
72
9.66%
140
6.45%
45
11
10.98% 24
2.68% 30
4.81%
6.01%
48
33
9.30%
6.40%
48
47
6.44%
6.31%
165
121
7.60%
5.58%
20
4.88%
2.81%
33
6.40%
53
7.11%
120
5.53%
14
199
7
% share
199
8
% share
199
9
% share
200
0
%
share
Tota
l
Total %
share
212
51.71%
257
51.50%
205
39.73%
302
976
44.98%
37
9.02%
36
7.21%
46
8.91%
125
244
11.24%
35
8.54%
44
8.82%
58
11.24%
92
229
10.55%
Ocircular
island
t-shaped
Xshaped
Crossing
rail way
others
total
22
5.37%
21
4.21%
38
7.36%
67
40.54
%
16.78
%
12.35
%
8.99%
148
6.82%
54
25
13.17%
6.10%
45
40
9.02%
8.02%
44
38
8.53%
7.36%
57
52
7.65%
6.98%
200
155
9.22%
7.14%
13
3.17%
25
5.01%
38
7.36%
50
6.71%
126
5.81%
12
410
2.93%
100.00
%
31
499
6.21%
100.00
%
49
516
9.50%
100.00
%
57
745
7.65%
149
2170
6.87%
100.00
%
1997 %
share
1998 %
share
1999 %
share
2000 %
share
Total Total %
share
162
39.51% 273
54.71% 187
36.24% 371
49.80% 993
45.76%
62
15.12% 60
12.02% 151
29.26% 161
21.61% 434
20.00%
82
104
20.00% 116
25.37% 50
23.25% 93
10.02% 85
18.02% 111
16.47% 102
14.90% 402
13.69% 341
18.53%
15.71%
199
7
% share
199
8
% share
199
9
% share
200
0
% share
Tota
l
Total %
share
251
61.22%
295
59.12%
259
50.19%
408
54.77%
55.90%
Moist
Muddy
Others
Total
71
43
45
410
17.32%
10.49%
10.98%
100.00
%
65
74
65
499
13.03%
14.83%
13.03%
100.00
%
92
83
82
516
17.83%
16.09%
15.89%
100.00
%
117
112
108
745
15.70%
15.03%
14.50%
100.00
%
121
3
345
312
300
217
0
15.90%
14.38%
13.82%
100.00
%
1998 %
share
45
10.98% 54
10.82% 51
9.88%
122
Total Total
%
share
16.38% 272
12.53%
61
14.88% 52
10.42% 41
7.95%
72
9.66%
226
10.41%
50
12.20% 39
7.82%
44
8.53%
55
7.38%
188
8.66%
21
5.12%
5.01%
58
11.24% 83
11.14% 187
8.62%
50
12.20% 75
15.03% 55
10.66% 107
14.36% 287
13.23%
85
20.73% 87
17.43% 83
16.09% 55
7.38%
310
14.29%
31
7.56%
39
7.82%
34
6.59%
69
9.26%
173
7.97%
17
4.15%
23
4.61%
26
5.04%
53
7.11%
119
5.48%
17
4.15%
40
8.02%
48
9.30%
34
4.56%
139
6.41%
16
3.90%
16
3.21%
30
5.81%
33
4.43%
95
4.38%
25
1999 %
share
2000 %
share
thing
collision
Collision
with train
Others
Unknown
0.00%
0.00%
0.00%
0.00%
0.00%
9
8
2.20%
1.95%
25
24
5.01%
4.81%
23
23
4.46%
4.46%
31
31
4.16%
4.16%
88
86
4.06%
3.96%
199
7
% share
199
8
% share
199
9
% share
200
0
% share
Tota
l
Total %
share
176
63
42.93%
15.37%
232
67
46.49%
13.43%
209
66
40.50%
12.79%
251
113
33.69%
15.17%
868
309
40.00%
14.24%
48
11.71%
51
10.22%
56
10.85%
77
10.34%
232
10.69%
34
8.29%
38
7.62%
44
8.53%
115
15.44%
231
10.65%
23
5.61%
32
6.41%
49
9.50%
69
9.26%
173
7.97%
41
10.00%
42
8.42%
51
9.88%
63
8.46%
197
9.08%
25
410
6.10%
100.00
%
37
499
7.41%
100.00
%
41
516
7.95%
100.00
%
57
745
7.65%
100.00
%
160
217
0
7.37%
100.00
%
1997 %
1998 %
1999 %
2000 %
Total Total %
share
share
share
share
share
196 47.80% 230 46.09% 147 28.49% 255 34.23% 828
38.16%
22
5.37%
20
4.01%
30
5.81%
67
8.99%
139
6.41%
29
24
18
13
7.07%
5.85%
4.39%
3.17%
20
27
30
35
4.01%
5.41%
6.01%
7.01%
33
47
58
30
6.40%
9.11%
11.24%
5.81%
48
50
49
51
6.44%
6.71%
6.58%
6.85%
130
148
155
129
5.99%
6.82%
7.14%
5.94%
22
5.37%
45
9.02%
31
6.01%
92
12.35% 190
8.76%
Hot
Cold
Others
52
19
15
12.68% 44
4.63% 28
3.66% 20
8.82%
5.61%
4.01%
40
67
33
7.75% 53
12.98% 40
6.40% 40
7.11%
5.37%
5.37%
189
154
108
8.71%
7.10%
4.98%
1997 %
share
5
1.22%
1998 %
share
11
2.20%
1999 %
share
16
3.1%
2000 %
share
21
2.82%
10
2.44%
13
2.61%
56
10.9%
121
16.24% 200
9.22%
37
9.02%
129
25.85% 48
9.3%
79
10.60% 293
13.50%
1.22%
11
2.20%
5.8%
21
2.82%
3.09%
136
33.17% 135
27.05% 73
14.1%
87
11.68% 431
19.86%
54
13.17% 11
2.20%
84
16.3%
55
7.38%
204
9.40%
1.22%
11
2.20%
16
3.1%
71
9.53%
103
4.75%
38
9.27%
11
2.20%
32
6.2%
1.21%
90
4.15%
40
9.76%
11
2.20%
16
3.1%
33
4.43%
100
4.61%
16
3.90%
53
10.62% 22
4.3%
33
4.43%
124
5.71%
19
4.63%
11
2.20%
3.5%
21
2.82%
69
3.18%
30
18
Total Total %
share
53
2.44%
67
inside
the
vehicle
roads
Pushing
vehicle or
working
Playing in
the vehicle
roads
Playing in
the vehicle
roads
Stopping in
the vehicle
roads
Sitting
or
sleeping in
the vehicle
roads
Out side the
vehicle or
pedestrian
roads
Others
Unknown
1.22%
11
2.20%
16
3.1%
21
2.82%
53
2.44%
1.22%
11
2.20%
16
3.1%
21
2.82%
53
2.44%
1.46%
11
2.20%
16
3.1%
37
4.97%
70
3.23%
2.20%
11
2.20%
10
1.9%
31
4.16%
61
2.81%
1.22%
0.00%
1.0%
21
2.82%
31
1.43%
1.22%
11
2.20%
1.2%
21
2.82%
43
1.98%
5
5
1.22%
1.22%
25
12
5.01%
2.40%
20
16
3.9%
3.1%
21
21
2.82%
2.82%
71
54
3.27%
2.49%
of 1997 %
share
Driving
drinking
Driving
taking drugs
Driving
leaving
his
right
Neglecting
not to give
opportunity
to vehicle
Neglecting
the pedestrian
Following
near to the
vehicle
Trying
to
0.73%
1.40%
10
1.94% 13
Total Total
%
share
1.74% 33
1.52%
0.73%
1.40%
10
1.94% 13
1.74% 33
1.52%
15
3.66%
121
24.25% 17
3.29% 45
6.04% 198
9.12%
63
12.63% 32
6.20% 58
7.79% 224
10.32%
71
17.
32%
1998 %
share
1999 %
share
2000 %
share
98
23.90% 48
9.62%
41
7.95% 58
7.79% 245
11.29%
26
6.34%
23
4.61%
49
9.50% 67
8.99% 165
7.60%
0.73%
1.40%
10
1.94% 13
1.74% 33
1.52%
over at hill
Trying
to
over at zigzag
way
After passed
over suddenly
turn and enter
Speeding out
of limit
Unnecessary
passing over
Unnecessary
turning
Violating
traffic police
order
Violating
traffic light
Violating
stop mark
Avoiding the
rule say give
priority
Starting from
its
stop
improperly
Stopping
improperly
By weakness
or sleeping
Thinking
Improperly
accelerating
Unnecessary
loading
Breakers
problem
Tire
detachments
Bursting of
tire
10
2.44%
1.40%
10
1.94% 54
7.25% 81
3.73%
11
2.68%
1.40%
37
7.17% 27
3.62% 82
3.78%
35
8.54%
29
5.81%
42
8.14% 49
6.58% 155
7.14%
39
9.51%
14
2.81%
10
1.94% 31
4.16% 94
4.33%
11
2.68%
1.60%
10
1.94% 23
3.09% 52
2.40%
0.73%
1.40%
10
1.94% 13
1.74% 33
1.52%
0.73%
1.40%
10
1.94% 13
1.74% 33
1.52%
0.73%
1.40%
20
3.88% 19
2.55% 49
2.26%
17
4.15%
1.40%
10
1.94% 13
1.74% 47
2.17%
0.73%
1.80%
10
1.94% 21
2.82% 43
1.98%
1.46%
1.60%
10
1.94% 23
3.09% 47
2.17%
0.73%
1.40%
22
4.26% 13
1.74% 45
2.07%
9
3
2.20%
0.73%
7
7
1.40%
1.40%
17
16
3.29% 13
3.10% 13
1.74% 46
1.74% 39
2.12%
1.80%
1.71%
1.40%
10
1.94% 13
1.74% 37
1.71%
0.73%
11
2.20%
10
1.94% 13
1.74% 37
1.71%
0.98%
1.40%
15
2.91% 13
1.74% 39
1.80%
0.98%
10
2.00%
11
2.13% 29
3.89% 54
2.49%
The
Freon
problem
The problem
of roads
The problem
of pedestrian
Others
Unknown
0.98%
1.40%
12
2.33% 13
1.74% 36
1.66%
0.73%
1.40%
10
1.94% 13
1.74% 33
1.52%
0.73%
1.60%
14
2.71% 13
1.74% 38
1.75%
0.73%
0.9
8%
1.60%
5.4
1%
26
3
4
2
7
5.04% 13
1.74% 50
2.30%
0.
3
4.
6
3.1
97%
3
43%
9
8%
Total injuries
2033
1785
2004
1951
2032
2670
3105
3164
3272
3352
2764
28132
Total
% share
7.23%
6.35%
7.12%
6.94%
7.22%
9.49%
11.04%
11.25%
11.63%
11.92%
9.83%
100.
00%
1
2
3
4
5
6
7
8
9
10
Year
Car
L/Rover S/Bus
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
593
721
721
792
979
1310
1418
1384
1223
1964
727
1086
1086
1134
1349
1733
1849
1709
1464
2262
426
858
858
518
714
991
1122
1338
1592
2159
Truck
L/Bus S/Truck M/Truck H/Truck &
Trailer
430
542
474
463
574
705
729
756
852
890
705
729
756
852
890
519
421
667
998
666
643
547
1067
1283
930
770
498
1374
1339
987
791
485
1531
1413
1156
1149 1081
1847
1665
1737
995
1367
1480
1344
1340
1511 964
2184
1644
2583
Total
4229
6597
6597
5715
7512
9002
9765
11910
10805
15271
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
Truck
L/Rover S/Bus L/Bus S/Truck M/Truck H/Truck &
Trailer
420 640
523
253
355
358
413
465
368 673
550
343
292
598
546
713
544 712
759
581
771
723
707
771
440 663
531
474
601
729
787
711
919 1269
1120 949
1067
1401
1501
1419
701 1193
827
679
881
981
970
1098
629 1165
715
538
720
829
837
824
762 1203
859
544
433
1120
881
1178
769 1218
1061 815
699
1162
1306
1355
1251 1599
1587 1141 1160
1748
1791
1905
Car
Total
3427
4083
5568
4936
9645
7330
6257
6980
8385
12182
Death
18
15
17
18
68
Property Damaged
29
41
34
47
151
Total
77
83
67
99
326
Car
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
46
22
31
57
75
74
100
103
131
131
Death
Heavy
injuries
1996
68
28
1997
80
30
1998
65
36
1999
51
26
2000
73
17
total
337
137
%share 39.83% 16.19%
body Slight
injuries
11
5
4
10
23
53
6.26%
body Property
Damaged
64
62
45
65
83
319
37.71%
Total
%share
171
177
150
152
196
846
100%
20.21%
20.92%
17.73%
17.97%
23.17%
100.00%
100.00%
Death
5
6
10
11
32
Property Damaged
0
9
9
12
30
Total
11
22
24
36
93
Car
Death
24
25
49
Property Damaged
47
18
65
Total
125
75
200
The injuries
amount
21
18
13
23
10
20
20
125
% share
16.80%
14.40%
10.40%
18.40%
8%
16%
16%
100%
to Debreziet
Modjo
3427
4083
5568
4936
9645
7330
6257
6980
8385
to Modjo
Shashamene
1261
1208
1156
1366
1465
1528
1860
1768
2001
to Shashamene
Hawassa
1221
1146
1093
1274
1250
1314
1300
1660
1647
to Total
10138
13034
14414
13291
19872
19174
19182
22318
22838
2007
15271
12182
2243
2210
31906
Death
Amount of accident 21
9
Percentage share
37.50% 16.07%
8
14.29%
18
32.14%
56
100.00%
1
Oromia
2
Oromi
a
Modjo
70
Zone,
Debrezie
Distanc 47
e from
A.A
(Km)
3
Oromi
a
Alem
111
4
Oromi
a
Ziway
161
5
Oromia
6
Oromia
7
Oromia
Addamitul
167
Arsinegel
231
Shashamen
250
8
S/Natio
n
Hawass
270
Dista
nce
roads in
Kms
Aver
age
Accident severity
traffic
Sim
ple
injur
y
Prope
rty
dama
ge
unkno
wn
intens
ity
dea
th
Hea
vy
inju
ry
10
7512
130
144
43
178
D/Ziet- Mojdo
23
6861
86
60
22
154
Modjo- Zuway
67
1975
122
80
36
131
17
1465
70
39
22
57
Zuway- Bulbula
50
Bulbulla- Shashamene
(Tukurwuha)
66
1442
97
92
41
86
16
Hawassa- Dilla
87
629
33
43
31
14
17
Shashamene- Dilla
130
630
27
101
17
39
Sodo Arbaminch
122
285
67
31
53
29
632
28.
19
590
26.3
2
265
11.8
1
688
67
30.69
2.99
R.
No
Name of
sectors
the
Dukem-D/ziet
Total
%
tot
al
49
8
32
2
38
6
18
8
33
2
13
8
18
9
18
9
22
42
10
0
%
22.
21
14.
36
17.
22
8.3
9
14.
81
6.1
6
8.4
3
8.4
3
100
Table A- 36: places separated in their traffic intensity and accidents registered
The accident severity
The roads
R. division
No name
Dukem1
Debreziet
D/Ziet
2
Modjo
Modjo3
Zuway
ZuwayBulbula
4
Bulbulla
Shashame
ne
(Tukurwu
ha)
5
total
Average
Distance traffic
in km
intensity
death
Heavy
injury
Light
injury
Property
damage
unkn
own
total
10
7512
130
144
43
178
498
23
6861
86
60
22
154
322
67
1975
122
80
36
131
17
386
50
1465
70
39
22
57
188
%
22.
21
14.
36
17.
22
8.3
9
66
1442
97
632
28.1
9
92
590
41
265
86
688
16
67
332
2242
14.
81
100
26.32
11.81
30.69
2.99
100
Table A-37:- Road networks in East Shewa Zone by type and length by Km 1997E.C.
.No
1
2
3
4
5
6
7
8
9
District
Asphalt
kms
Adaa and Liben 29
Adama
49
Adami Tullu
39
Akaki
14
Boset
50
Dugida Bora
55
Fantalle
41
Gumbichuu
0
Lume
47
Total
324
Gravel
kms
63
26
40
0
82
23
43
17
35
329
Rural road
KMs
0
0
11
0
0
60
0
0
0
71
Rail road
kms
28
28
0
14
33
0
62
0
25
190
Total
120
103
90
28
165
138
146
17
107
914
Numbers of Fatalities
170,118
125,959
178,894
70,677
106,757
216,859
118,608
41,165
923
66,099
Poor Nations
African
Americans
China
Eastern Mediterranean
Europe
India
South-East Asia
Western Pacific
Wealthy Nations
Eastern Mediterranean
Europe
Numbers of Injuries
6,116,559
4,,410,736
5,384,909
2,533,771
3,213,104
7,203,864
3,997,631
1,432,531
29,979
2,082,321
North American
Western Pacific
Combined total
49,304
25,330
1,170,694
North American
Western Pacific
Combined total
1,670,374
772,838
38,848,625
Fataliti
es
10%
14%
44%
Motor
Vehicles
4%
60%
16%
Disease or Injury
Rank
1998
1
Lower respiratory infection
2
HIV/AIDS
Rank
1
2
3
4
Prenatal condition
Diarrhea diseases
3
4
7
8
9
10
7
8
9
10
Populati
on
10%
15%
54%
2020
Ischemic heart disease
Univocal
Major
depression
Road traffics
Cerebra
vascular
disease
Chronic
obstructive
pulmonary
Lower
respiratory
infections
Tuberculosis
War
Diarrhea diseases
HIV/AIDS
6%
14%
2%
7%
8%
5%
Table A-40: Disease Burden of the World (Daly's Lost) for 10 Leading Causes
Source: A 5-Year WHO Strategy for Road Traffic Injury Prevention (2001)
Table A-41: Sample Sizes of Respondents
R.no Location
Sample size
Pedestrian Cyclist/cart
drivers
to 40
35
Gelan
Bishoftu
2
Bishoftu
to 50
Mojdo
3
Modjo
to 25
Arsinegele
4
Arsinegele to 26
Tukur Wuha
Total
141
Motorcar
drivers
40
School
children
30
Total
Authorities
(police)
15
160
30
31
27
20
158
27
20
35
13
120
15
23
41
11
116
107
114
118
74
554
20
04
20
02
19
98
20
00
Traffic
intensity on
Gelan to
Bishoftu
Ye a r
vehicle intensity
12000
10000
total
number of
vehicle
8000
6000
4000
2000
19
98
19
99
20
00
20
01
20
02
20
03
20
04
20
05
20
06
20
07
Years
2000
a
m
o
u
n
t
Traffic
intensity from
Mojjo to
Shashamene
1500
1000
500
20
06
20
04
20
02
20
00
19
98
V
a
lu
eo
fth
etra
fficn
u
m
b
e
rs
Ye a rs
2500
2000
am
ount
Traffic
intensity from
Mojjo to
Shashamene
1500
1000
500
20
06
20
04
20
02
20
00
0
19
98
Valueof thetrafficnum
bers
Ye ars
2500
2000
intensity
Traffic intensity
from shashamene
to Hawassa
1500
1000
500
20
06
20
04
20
02
20
00
19
98
years
2000, 30.37%
30.00%
25.00%
1997, 23.62%
1998, 25.46%
1999, 20.55%
20.00%
15.00%
10.00%
5.00%
0.00%
1997
1998
1999
2000
Fig A-6: Comparison and indication of traffic accidents over four years
Yearly Accident Data comparisons
250
200
171
196
177
152
150
150
100
50
0
1996
1997
1998
1999
2000
49
Death
65
45
Heavy
body
injuries
41
Slight
body
injuries
Property
Damaged
87403
80000
68793
60000
40000
20000
15856
14115
Modjo to
Shashamene
Shashamene to
Hawassa
0
Akaki to
Debreziet
Debreziet to
Modjo
Fig B- 7: The turning over of ISUZU with relation to over speed Vehicle in
Kumbursa bermuda
Fig B-18 Signs of the roads obscured by plant on Awassa to Dela route
Station wagons
ISUZU
minibus
Fig B-19: Common vehicles responsible for the commitment of accidents on Gelan
to Hawassa routes