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Road accidents and Road safety

Thesis · July 2010

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Kassu Jilcha
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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
˜
2.8. IDENTIFICATION OF RISK FACTORS AND INTERVENTIONS ......................................... 15
2.9 THE TRAFFIC SAFETY MANAGEMENT AND PREVENTIVE STRATEGIES ........................ 16
2.9.1 TRAFFIC SAFETY ADMINISTRATION MANAGEMENT ............................................... 17
2.9.2 TRAFFIC SAFETY TECHNICAL MANAGEMENT ......................................................... 17
2.9.3 TRAFFIC SAFETY FACILITIES MANAGEMENT .......................................................... 19
2.10. STATE OF THE ART.................................................................................................. 20
2.11 SUMMERY OF THE LITERATURE ............................................................................. 22
3. OVER VIEW OF THE STUDY SITE AND THE TRAFFIC INTENSITY .................................... 24
3.1 INTRODUCTION TO THE LOCATION AND NETWORK PLACES ....................................... 24
3.1.1 GELAN TO BISHOFTU BACKGROUND ...................................................................... 24
3.1.2. DUKEM AND ROAD ACCIDENTS ............................................................................. 28
3.1.3: BISHOFTU TO MODJO ROADS (AYER HAYIL) ......................................................... 32
3.1.4 MODJO BACKGROUND AND ROAD .......................................................................... 35
3.1.5 MODJO TO ARSINEGELE ROADS .............................................................................. 38
THE TRAFFIC ACCIDENT SITUATION ................................................................................. 40
3.1.6. ARSINEGELE TO TUKUR WUHA ROADS.................................................................. 43
COMPARISON OF THE OVERALL TRAFFIC INTENSITY ........................................................ 46
3.2 SUMMERY OF THIS CHAPTER ..................................................................................... 47
4. METHODS OF DATA COLLECTION, ANALYSIS AND INTERPRETATION .......................... 49
4.1 DATA COLLECTION METHODOLOGY.......................................................................... 49
4.1.1. PRIMARY AND SECONDARY DATA ANALYSIS ........................................................ 49
4.1.2 THE INTERVIEW QUESTION RESPONSES .................................................................. 50
4.1.3 IMPROPER MANAGEMENT OF TRAFFIC POLICE INFORMATION ................................ 51
4.2. INTRODUCTION TO QUANTITATIVE DATA ANALYSIS ................................................ 52
4.2.1 FACTORS THOSE AFFECT TRAFFIC ACCIDENTS RATE ............................................. 52
4.2.2: TRAFFIC ACCIDENTS CLASSIFICATION BASED ON TIME ........................................ 53
A. TRAFFIC ACCIDENTS ON DAYS OF THE WEEK ............................................................. 53
B. HOURLY ROADS TRAFFIC ACCIDENTS RATE ............................................................... 54
4.2.3: THE TRAFFIC ACCIDENTS BASED UPON THE DRIVERS SITUATIONS....................... 55
AGE OF DRIVERS VS NUMBERS OF THE ACCIDENTS ........................................................ 56
EDUCATIONAL BACK GROUNDS OF THE DRIVERS: .......................................................... 58
D. THE DRIVERS AND VEHICLES RELATIONSHIP VS THE ACCIDENTS COMMITTED ......... 58
˜‹


E. THE DRIVERS EXPERIENCE AND THE RELATED ACCIDENTS ........................................ 59
F: THE LEVELS OF DRIVER’S LICENSE AND ACCIDENTS .................................................. 60
4.2.4:. VEHICLES FAILURES AND ACCIDENT CHARACTERISTICS ...................................... 61
A: THE LIFE SERVICE OF VEHICLES AND THE ACCIDENTS ............................................... 61
B: TYPES OF VEHICLES VS NUMBERS OF ACCIDENT ....................................................... 62
C: THE FAILURES OF THE VEHICLES AND THE ACCIDENTS .............................................. 63
4.2.5: TYPE OF ROADS NETWORK AND ENVIRONMENTAL CONDITIONS........................... 63
A: TYPES OF THE ROADS AND ACCIDENTS ...................................................................... 64
B: MOST COMMON AREAS THOSE RECEIVE ROAD ACCIDENTS ....................................... 64
C: THE ROADS DESIGN BRANCHING AND ACCIDENTS ..................................................... 65
D: THE POSITION OR THE DIRECTION OF THE ROADS AND NUMBERS OF ACCIDENTS ...... 66
E: THE ROADS JUNCTIONS AND ACCIDENTS .................................................................... 67
F: THE TYPES OF ROAD’S LAYER AND ACCIDENTS CONDITIONS ..................................... 68
G: THE ROAD’S ENVIRONMENTAL CONDITIONS AND COMMITTED ACCIDENTS ................ 68
H: TYPES OF THE ACCIDENTS COMMITTED BY THE VEHICLES ........................................ 69
I: THE LIGHT CONDITION AND THE COMMITTED ACCIDENTS .......................................... 70
4.2.6:. CONDITION OF ACCIDENTS ON LIFE ...................................................................... 70
A: ACTIVITY OF PEDESTRIANS AND ACCIDENTS .............................................................. 70
B: THE CONDITION OF THE WEATHER AND ITS IMPACT FOR THE OCCURRENCE OF

ACCIDENTS ...................................................................................................................... 71

C: VEHICLES MOTION AND NUMBER OF ACCIDENTS ....................................................... 72

D: THE PEDESTRIAN’S HEALTH CONDITIONS AND ACCIDENTS ....................................... 73
E: MOTION OF THE PEDESTRIANS AND SEVERITY OF ACCIDENTS THEY RECEIVE............ 74
F: THE ACCIDENTS EFFECTS ON ANIMALS....................................................................... 75
G: TYPES OF PEOPLE INJURED BY THE ACCIDENTS .......................................................... 75
4.3 THE MAIN CAUSES AND OUTCOMES OF ACCIDENTS .................................................. 76
4.3.1 THE MAIN CAUSES OF ROADS ACCIDENTS ............................................................. 76
4.3.2: OVER ALL TRAFFIC ACCIDENTS IN OROMIA REGIONS ........................................... 77
4.3.3 THE TOTAL VEHICLE NUMBERS DAMAGED ON THE ACCIDENT EVENTS................. 77
4.3.4. LACK OF ROAD TRAFFIC ACCIDENT MANAGEMENT SYSTEM ................................ 78
4.4 COST OF THE TRAFFIC ACCIDENTS OF THE PROPERTY DAMAGES .............................. 80
4.5 SUMMERY OF THE FINDINGS ...................................................................................... 82
˜‹‹


II. QUANTITATIVE DATA SUMMERY ................................................................................. 82
CHAPTER FIVE ................................................................................................................. 86
5. PREVENTIVE STRATEGIES AND POSSIBLE COUNTER MEASURES .................................. 86
5.1 IDENTIFIED PROBLEMS AND COUNTER MEASURES .................................................... 86
5.2 ROAD TRAFFIC SAFETY MANAGEMENTS ................................................................... 86
5.3 LONG- TERM STRATEGIES ......................................................................................... 89
5.3.1 MANAGING EXPOSURE TO RISK .............................................................................. 89
5.3.2 REDUCE THE OCCURRENCE OF CRASHES ................................................................ 89
5.3.3. STRENGTHENED CONTROL OF RISKY DRIVING BEHAVIORS ................................... 90
5.3.4. FINANCIAL REWARD SYSTEM FOR TRAFFIC VIOLATION EVIDENCE ....................... 90
5.3.5 INTRODUCING TRAFFIC SAFETY EDUCATION TO SCHOOL SYSTEM ......................... 91
5.3.6 CONSTRUCTING ALTERNATIVE ROUTES FOR VEHICLE TYPES ................................ 95
5.3.7 PUTTING A BREAK IN THE MIDDLE OF THE ROADS ................................................. 95
5.3.8 SAFETY-AWARENESS IN PLANNING ROAD NETWORKS ........................................... 96
5.3.9 TRAINS ENCOURAGEMENTS .................................................................................... 97
5.4. SHORT- TERM STRATEGIES ....................................................................................... 97
5.4.1 PROVIDING SHORTER AND SAFER ROUTES ............................................................. 97
5.4.2. TRIP REDUCTION MEASURES ................................................................................. 98
5.4.3 MINIMIZING EXPOSURE TO HIGH-RISK RESTRICTING ACCESS TO ROAD NETWORK98
5.4.4. GIVING PRIORITY IN THE ROAD NETWORK TO HIGHER OCCUPANCY VEHICLES ..... 98
5.4.5. KNOWING SAFER MODES OF TRANSPORTATION .................................................... 99
5.4.6 USING SPEED REDUCTION TECHNIQUES ................................................................ 100
C. USING SPEED MEASURING TOOLS ............................................................................. 101
5.4.7. GOVERNMENT INVOLVEMENTS ............................................................................ 102
5.4.8. INSURANCE AND MEDICAL ENFORCEMENT BY GOVERNMENT ............................. 104
5.4.9. ENVIRONMENTAL CONDITION CONTROL ............................................................. 104
5.5 TRAFFIC MANAGEMENT AND CONTROL .................................................................. 105
5.6. SUMMARY OF THE COUNTER MEASURES AND STRATEGIES............................... 108
CHAPTER SIX ................................................................................................................. 110
6. CONCLUSION AND RECOMMENDATION ...................................................................... 110
6.1 CONCLUSION ........................................................................................................... 110
6.2 RECOMMENDATION ................................................................................................. 112
˜‹‹‹


6.3 FUTURE RESEARCH AREAS ...................................................................................... 112
BIBLOGRAPHY .......................................................................................................... 114
APPENDIX I: TABLES OF ACCIDENTS STATISTICS AND NUMBERS ............................... 116
APPENDIX II: FACTORS THAT RESULT IN ACCIDENT ...................................................... 133
APPENDIX III: FIGURES DRAWN FROM NUMERICAL VALUE DATA ................................. 134
APPENDIX IV: THE FIGURES OF COLLISION TYPE OF VEHICLES ...................................... 137

‹š


 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

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 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 Ada’a 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 driver’s 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 road’s layers types and accident consequence ........................... 68
Figure 4.19: The road’s environmental conditions ................................................ 69
Figure 4.20: The type of accident committed ........................................................ 69
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Figure 4.21: The light conditions and committed accidents .................................. 70
Figure 4.22: The occupation of the pedestrian and accidents event on them ........ 71
Figure 4.23: The weather condition and its impacts for accidents occurrences .... 72
Figure 4.24: The accident causative vehicle motion status ................................... 73
Figure 4.25: The pedestrian body status and health condition .............................. 74
Figure 4.26: The motion of the pedestrian and effects of accidents ...................... 74
Figure 4.27: The status of accidents over 11 years in Oromia regions ................. 77
Figure 4.28: The reasons for the drivers to cause accidents .................................. 79
Figure 4.29 Animal /cattle/ injured during the accident events ............................. 81
Figure 5.1: The Structured System of Traffic Safety Management ....................... 88
Figure 5.2: Preventive strategy of accident severity ........................................... 107

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š‹‹‹


 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

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 š˜


 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.

ͳ


 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.

ʹ


 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
Ͷ


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

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 4. Arsinegele to Tukur Wuha Roads
The following sample size during the time of preliminary survey in the main streets of
the roads in which researcher observed 400-550 pedestrians, 100-150 motor vehicles, 200-
400 cyclists, 500-600 school children moving and crossing along these line of streets at the
identified peak hour of between 1:30A.M.and 6:00 P.M.
From the total population estimated lists above, the researcher believed that if one-fifth
of the pedestrians and school children, four-fifth of the drivers, and one-third of the cyclists
were taken as a sample from these different sites, it could give us a clear picture of traffic
accident problems in the streets. Therefore, in this study a total of 554 respondents were
chosen randomly (see details of the survey in Appendix I, Table A-41). This interview help
us to judge where the highest accident would be committed and initiate how we can take
the possible strategies to reduce the road traffic severity on the study routes.

1.6.2 Methods of Data Processing and Analyses

The methodologies employed to analyze the data were both qualitative and descriptive
statistics. Thus, the organized data were interpreted using descriptive methods in the form
of tables, charts, and graphs using statistical quality control tools to the trends and the
situations of the cars accidents on the roads on the research ways. To identify the most
hazardous locations among streets of the places, accident density and accident rate are to be
judged. Data processing once over the methods used to overcome the main cause of the
problems are to be made swiftly to show the polices, the government bodies how to bring
down the car accidents on these ways by paying attention to the most critical areas and
times.

1.7. Definition of Terms

Accident casualty - refers to road crash victims, which include injuries and fatalities.
Accident Density - is the accident size along a particular link or accidents per kilometer.
Accident Frequency - is a measure of the relative magnitude of a specific type of accident
in relation to all accidents for a specified time period such as one or three years.
Accident Rate - is a measure of the rate of occurrence of accidents in relation to any one of
a number of exposure factors, such as per million vehicles entering or per million km on a
study area.
Property Damage - Physical damages of vehicles or properties but not to a person
Accident - is one where at least one person is killed with death occurring within 30
days of the accident.

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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.

ͺ


 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 socio-
economic 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

ͻ


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 A-
38.

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

ͳͲ


 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 (750,000-
880,000).

Source: WHO report (1999?)

Figure 2.1: Global distributions of road deaths

From this it can be seen that about 10 % of global deaths occur in Africa which is
slightly less than those for the entire developed world or for all of Latin America, Central
America and the Caribbean [11, 20]. The most global death of accident rate is highest in
Asia and pacific to 44%.
The GRSP study can also be used to show the regional share of fatalities, population
and motor vehicles in the world (see detail information in Appendix I, Table A-39). 10 %
of global road deaths took place in 1999 in Sub-Saharan Africa only 4 % of global vehicles
are registered in the region. Conversely 14 % of road deaths occurred in the entire
developed world (North America, Western Europe, Australasia and Japan) yet this
particular region contains 60 % of all globally registered vehicles [3, 11].

2.5 Patterns of Urban Growth and Road Traffic Development

Cities in developing countries are growing rapidly with the increasing of urban
population more than 6% annually (25). According to UNDP (2000) evaluation and
projection of population growth, in 1950 it was 29 % and shortly after the year 2001 more
than 50 % of the world's population would be living in urban areas.

ͳͳ


 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
world’s 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 Ethiopia’s 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. It’s 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,” It’s
not simply a matter of Ethiopians being bad drivers.” It’s 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 don’t understand the danger. Ethiopians take tests before being
granted a driver’s 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
ͳʹ


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:

ͳ͵


 1. Human Factors (Road Users) 2. Road Defect 3. Vehicle Defect

2.7.2. Risk Factors for Road Traffic Crashes and Injuries

1. Factors influencing exposure to road traffic

Economic factors such as level of economic development, Demographic factors such as
age, gender and place of residence, land use planning practices which influence how long
people travel and by what means, mixture of vulnerable road users and high speed
motorized traffic, lacks of consideration of the ways in which roads will be used when
determining speed limits, road design and layout are very necessary [4, 16, 20, 30].
2) Risk factors influencing being involved in crash
Number of lanes, approximate number of vehicles per day, width of the road, type of
road, drainage facilities provided, surface condition of the pavement, frequent vehicle type
on the road, presence of shoulders, presence of edge obstructions like advertising
hoardings, trees, etc very close to the road, provision of median barriers to channels the
traffic, presence of ribbon (decoration) development near roads, inappropriate and
excessive speed, presence of alcohol and drugs, fatigue, being young and male, being
vulnerable road user in an urban or residential area, traveling in darkness, poor vehicle
maintenance, road design, layout and maintenance defects, inadequate visibility due to
weather conditions, poor eyesight, etc are some exposure to roads traffic accident.
3. Risk Factors Influencing the Severity of a Crash
Individual characteristics such as age which influence the ability of a person to tolerate
crash, inappropriate and excessive speed, non-use of seat – belts and child restraints by
vehicle users, unforgiving roadside objects such as concrete pillars, insufficient vehicle
crash protection such as air bags for occupants and vehicle soft fronts for those who may be
struck by vehicles
4. Risk factors and the consequences of injuries sustained as a result of a crash
Delayed crash detection and transport to a health facility, rescue and evacuation, lack of
appropriate care prior to arriving at a health facility, post collision fire and leakage of
hazardous materials

2.7.3. Road Accident Costing Evaluation

Road accidents are one of the most important problems being faced by modern
societies. Apart from the humanitarian aspect of reducing road deaths and injuries in
developing countries, a strong case can be made for reducing road crash deaths on
economic grounds alone, as they consume massive financial resources that the countries
can ill afford to lose. The deaths of persons and serious economic loss caused by road
accidents demand a continuous attention in accordance with the spectacular growth in road

ͳͶ


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.

ͳͷ


 Table 2.1: Haddon matrix
Human Vehicle/equipment Physical Social/
environment economic
Pre-crash Poor vision Failed brakes, Narrow Culture norms
Or reaction missing lights, lack of shoulders, ill-timed permitting
time, Alcohol, warning systems signals speeding, red
speeding, risk light running,
taking DUI
crash Failure to wear Malfunctioning Poorly designed Lack of vehicle
seat belt seatbelts, poorly guardrails design
engineered bags regulation
Post-crash High Poorly designed fuel Poor emergency Lack of support
susceptibility tanks communication for EMS and
alcohol system 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 post-
crash 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.

ͳ͸


 2.9.1 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.
1) Mechanism of the Traffic Safety Management: The traffic safety management
refers to the construction and maintenance, management of the vehicle, establishment and
execution of the regulation of the road, training and management of the driver, traffic
participants' understanding of traffic rule, etc. It is a comprehensive and social system.
2) Policy of the Traffic Safety Management: It’s planning and management is
belonging to government's functions. The main contents of the policy of the traffic safety
management include legal system, legislation and executing the law, technical policy, norm
and standard, etc. An important policy is to make the sustainable development strategy for
the traffic.
3) Duty of the Traffic Safety Management: Traffic participants, roads, vehicles and
environment cause the traffic safety problem. And it seems to do not matter with the duty
personnel of the traffic, but if the duty personnel are strict on duty, the traffic will supervise
participants. Meanwhile it finds and reflects the bad roads, commands and guides the traffic
in special climate and environment. The main content of the duty of the traffic safety duty
management includes the mode of the traffic duty management, post norm, behavioral
norm, equipping the standard, etc.
4) Information System of the Traffic Safety Technical Administrative
Management
The information system of the traffic safety technical administrative management is to
regard computer as the platform, based on database, and make people receive the
information of traffic safety technical administrative management accurately more directly.
The main contents include mode, method, form, gathering, dealing with, counting, storing,
searching and feed backing the system, etc.

2.9.2 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.
1) Traffic Accidents Analysis: The statistics analytical work of the traffic accidents is
the base work in the traffic safety management. It can draw the frequencies and
characteristics of the traffic accidents in different regions, different times, different crowds
and different kinds of vehicles by the statistical analysis of the traffic accidents. It offers
the important basis to the analysis and judgment of the origin causes of formation of
accidents; Statistics of traffic accidents realizes the state traffic accidents happening in and

ͳ͹


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.

ͳͺ


 6) Application of the Advanced Electronic Information Technology: Application of
the geographical information system (GIS): With popularization and application of
computer, utilizing computer to carry on quantitative analysis and make traffic safety
decision become reality. Geographical information system (GIS) is one group of software
of function having figure picture digitization, space data management; inquire about search,
model operation and many kinds of output. It is by the general and simple visual form
showing the distribution, state and connecting of the object. The administrative staff
combines the accident datum of the concrete place through understanding the map symbols
(17).
Application of the intellectual traffic system (ITS): It is the Hi-Tech research work of
utilizing the micro-electric technique to carry on solving traffic jam and trafficking safety
problems. Mainly driving to the traffic safety is the safety drive support system. It includes
offering safety information, warns, the control system, the front barrier warning system, the
warning system of vehicle around, supports of system in vision, the distance of the
workshop control system, automatic cruises of control system, preventing overflowing
outside the lane and the lane automatic tracking system, the vehicle and driver safety
inspect of the warning system, and the vehicle automated driving systems in exclusive lane,
etc (17).
7) Traffic Safety Pre-warning System Management: The traffic safety pre-warning
system management will not only carry on road monitoring, analysis of origin causes of
formation, responsibility asserting and compensation for damage, but also should react
scientifically. This system should possess the following components:
• The predicting monitors system.
• The warning system.
• The urgent system.
• The signal communication system.
• Explanation of mechanism.
• First, WHY; Second, How

2.9.3 Traffic Safety Facilities Management

The traffic safety facilities management includes road safety facilities management, the
vehicle safety facilities management, the driver safety facilities management, the pedestrian
safety facilities management, disabled person's safety facilities management, traffic safety
training facilities management and rescue facilities management. According to analyses
situation of increasing accidents in road appearing our country some city, it is not because
insufficient road area, in fact it could not utilize traffic facilities effectively

ͳͻ


 1) Road Safety Facilities Management: The road safety facilities management is
permanent and provisional facility management. Permanent road safety facilities
management include all kinds of defending facility management to maintain normal road,
such as defending the leaving stone, collapse, roll away from, enter, over the speed limit,
over lengthy, and ultra wide, showing the way, and leading. Provisional facility
management is direct temporary needs against such as constructing line, temporary
derangement, temporary parking safe protection management, etc.
2) Vehicle Safety Facilities Management: The vehicle safety facilities management is
generally that facilities are managed to prevent the trouble of the vehicle, or the emergency,
such as the anti-collision buffers of system, car-following distant security measuring
warning system, travel route deviating from, changing the warning system etc.
3) Driver, Pedestrian and Disabled Person Safety Facilities Management: It offers
a kind of management of the security service to different traffic participants, for example
guiding road to handicapped, leading and offering pedestrian route choose to take refuge
and facility management when disaster is taking place.
4) Training Facilities of Traffic Safety Management: The training facilities of traffic
safety management are to train the driver from discipline and quality, and propagate
participant's traffic safety consciousness education. It is a long-term work of getting a
permanent cure, and socialized system engineering. With the fast development of economic
construction, the traffic safety trains and educational work obviously is important and
indispensable (obligatory).

2.10. State of the Art

The developed countries traffic accident state is minimizing its initial phase of high
death rate of the pedestrians and passengers as the technological innovation and
development getting higher and higher. The developed countries such as Japan, USA,
Australia, Korea, Japan, etc are controlling the speed of drivers using radar meters, the
roads infrastructure facilities fulfillment, the vehicles’ maintenances and checking up,
providing shorter, safer routes, trip reduction measures, encouraging use of safer modes of
travel, minimizing exposure to high-risk scenarios restricting access to different parts of the
road network, giving priority in the road network to higher occupancy vehicles, etc has
established.
When we come to developing country and Ethiopia situation the traffic accident is very
high and it sets us the first from the world. The vehicles owned is 3% of the world’s
vehicles but the accidents these cause is 4 times the number of the vehicles. Due to these
many reasons most of the thesis had been done by recommending the traffic accidents rate
in Addis Ababa city. The methodology of each of the paper approach normally differently
based on special, community level, town settlement, severity of accidents, distance of the
ʹͲ


places, strength of the regional government enforcements, data availabilities, types of
vehicles mostly used on the routes, and time.
But all of the work had tried to give the recommendations that brought reduction of
accidents on these towns. “The Traffic accident approaches done by Getachew in Addis
Ababa city, “Analysis of Traffic Accident in Addis Ababa: Traffic Simulation” by Fanueal
Samson,”Causes of Road Traffic Accidents, and Possible Counter Measures on Addis
Ababa-Shashemene Roads” by- Getu Segni and “The extent, variations and causes of road
traffic accidents in Bahirdar” by Yayeh Addis are some of the thesis papers. The papers
have contributed their own problem reducing techniques but some of the point’s mentions
in these papers are more applicable for the shorter distance travel and for the cities of the
Addis Ababa.
The thesis done by Getu Segni concentrates its approaches and views on the roads
characters and black spots as Civil Engineering aspects. The work done during his survey
was not clearly put into reorganized and easily understandable and manageable for the
police traffic or any other reader by categorizing the preventive strategy from problem
identification methods. The some methods to overcome the accident at that situation were
mixed with the problem identification and any reader cannot easily obtain the idea from the
contents of table. The readers need to assess all the work and read the whole document to
reach on the conclusion. But the idea of this thesis is the reverse of the previous work. The
other difference of the other thesis work is the remedies recommended by them and me are
varies accordingly.
Generally the differences between the work of this thesis and the previously done thesis
are:
¾ This thesis concentrates its maximum effort on drivers as most of the problem lies
on the driver’s side
This makes shortening the route of the vehicle travel distance by specifying the vehicle
types
¾ Encourage introduction of trains as a means of safe mode of transportation and
minimizing factor for traffic intensity congestion
¾ Initiate the government to set proclamation through media and broachers which is
very simple to control the traffic accidents by creating awareness and rule
¾ The roads traffic intensity and types of the roads user vary in these areas the route is
composed of built up and non-built areas with the vehicles such as cycle, and carts common
in the area that makes different it from the Addis Ababa vehicle types. The road traffic
accident situation is occurring on the roads joining rural areas than towns but others work
concentrate on the town roads in their most cases
¾ The objectives and target groups, the roads location, awareness of the people varies
in these routes accordingly
ʹͳ


 ¾ The media and propaganda style and the rule to be set on driver’s license are
different when compared with the previous law.
¾ The traffic intensity and the extent of the road traffic accidents situation in the
moment make it vary from the previous time
¾ The strategies and recommendation are different in their contents, etc

50.00%
45.00%
40.00%
35.00%
A cc id en t sh ared

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

2.11 Summery of the Literature

The literature survey sets the precondition to the authentic work of the author in order
to make comparison, reference with the aspect of current road accidents circumstances in
the world wide and then in Ethiopia. The current situation of transportation is increasing in
the world and then in Ethiopia that causing road traffic accidents upper limit keeping the
first in the world relatively. The world and African road users population is increasing from
time to time .As the same time the road traffic accidents severity is also increasing as a
result of population increase, demand of vehicle rising, etc.
The possible problem identification techniques, the main factors for the world, African
and Ethiopia roads traffic accident occurrences are identified by specifying the risk factors
and road traffic exposure drivers. These factors where categorized in the review survey
literature as the road users, vehicles and environments.
In the literature the Drivers and traffic safety management principles with detail
definition and synthesis were discussed that helps in the probable strategies of the counter
measures to solve the main problems by relating the current situation of the study site with
the reality of the literature.

ʹʹ


 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.

ʹ͵


 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.

‡ƒ†Ȁ‡‰‹‹‰

‘†Œ‘

‡Žƒ —‡
††‹•
„ƒ„ƒ
‹•Š‘ˆ–—Ȁ
‡„”‡œ‹‡–
Šƒ•Šƒ‡‡
‘‘–Ȁ†

‡‹
—™ƒ›
ƒ™ƒ••ƒ ——”™—Šƒ
Figure 3.1 Flow diagram of the study routes/roads path

The main roads streets are shown in the above flow diagram. But the other road streets
are also employed in between them. But the populations of the cities are not exaggerated as
such the above once. Some road paths which are not mentioned in the above diagram are
also shown below by designating them in between the main target of the thesis work areas
drawn above. Most of the documentation to this paper are beginning and motivate for the
future work of another researchers using this as a reference frame work.

ʹͶ


 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:
¾ Gelan to Bishoftu Roads
¾ Bishoftu to Mojdo Roads
¾ Modjo to Arsinegele Roads
¾ 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 Ada’a 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.
ʹͷ


 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.

ʹ͸


 Saturday, 7.41% Monday, 14.81%
Sunday, 11.11%

Tuesday, 14.81%

Friday, 14.81%

day Wednesday,
Thurs, 18.52% 18.52%

Source: Gelan Traffic police Statistical Department (2008/09)

Figure 3.3:- The roads accidents in a week days (2008/09)

The Fig 3.3 above shows us that the most traffic accidents are registered on the working
days from Monday to Friday. This is because these days are the working days in which the
industries worker are working and they are also careless while crossing the roads so that
they are exposed to traffic accidents easily. The total accidents profile in this town for this
year is about 27(on death, heavy injury, and slight injury and property damages).
when the accidents occurred on property damage encountered estimated by monitory
value estimated to be costly to the country’s economic degradation as it has been assumed
to be 119,427 birr of which the damage of properties by cars estimated to be 119,064 birr
and that of carts damage of properties 363 birr.

Table 3.1:-The total accidents in their severity types

s/n 1 2 3 4 Total
Types of Death Heavy body Slight body Property
accidents injuries injuries Damaged
Number of 3 3 4 17 27
accidents
Source: Gelan Traffic police statistical department (2008/09)

The rate in which the accident on this way occurs more than the other places is in the
manufacturing or industrial areas of these roads. Two heavy injuries, four light injury and
fifteen property damages were registered in the 2008/09. These are because the industrial
areas concentration is commonly found here on the side of this main street.

ʹ͹


 3.1.2. Dukem and Road Accidents

Dukem which was initially established in 1907 for the purpose of the train port town is
about 37km from Addis Ababa Municipality in the East southern part of Addis Ababa in
the Oromia region. The road of the town and branching roads are made up of the paved and
gravel roads. When we reach the entrance of the town leaving Addis Ababa, there is one
bridge for the vehicles. The bridge sometimes congested with traffic intensity when it is
Morning and or evening around 8:00AM and 3:00PM. The accidents registered on this high
way are very series that can cause the highest rate of death.
A. Market situation: The market situation of the town is very attractive because the
town established on the main way of our country ports street and populated. So for trading
and merchandising condition it is comfortable. The market day of the town is mostly on
Thursday of the week. During this day the population of the town increases from different
angles as they merge from country side. Therefore the running population and market day
condition could result in high accident rate unless polices and the responsible bodies give
attention to reduce the rate of the town.
B. Dukem Roads accident conditions: Even though the town is the most important
economic and market center, it has faced accident on the roads on many properties and life.
The accident condition can be identified easily by looking at the traffic intensity table from
Akaki to Bishoftu that it is so high when compared to the others and previous works on the
route (Appendix I, Table A-22).
1. Dukem Koticha (Ada’a): The place is found on steeper slope, coordinate of
08046.855N, 038055.126E, the elevation of the place is 1918m above sea level and it is
39km from the A.A municipality. It experiences an accident frequency of 48 from the 7512
AADT of vehicle intensity.
During the observation of the roads traffic on the way of Dukem or Koticha some of the
following situations were gathered. An average frequency of accidents in the road is
registered about 48 when compared with the other years. There is high over speeding of the
drivers and there is no presence of the pedestrians and the carts or animals path separated
from the main roads (asphalt). There are freely moving animals on the Main Street and lack
of community awareness on the route. Insufficient traffic signal and signs with too spaced
areas.
2. Infront Of Ziquala Hotel (Ada’a D.Zeit): The place is located in the Sloppy Steep
& unseen (obstacle) area Coordinate 08045.049N, 038057.437E, Elevation of 1906m above
sea level, at distance of 43 km with accident frequency of 51 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 the following main causes: due to lack of traffic signs & signals, over

ʹͺ


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 Ada’a 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
Ada’a 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.

ʹͻ


 Figure 3.4: New Bus Station (D.Zeit) surrounding

5. Police Station and Tourist Hotel (D.Zeit): The place is found on gentle slope,
coordinate of 08044.868’N, 038059.004’E, and the elevation of the place is 1898m above
sea level and it is 47km from the A.A municipality with 9645 AADT traffic counting.
The main causes of the traffic accidents are congestion by all road users, place for
agglomeration of economic activities, 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. In the area of the
police station and tourist hotel the accident frequency registered was 13. The accident
frequency is very low because in this area the drivers cannot speed up as the police traffic
controlling and penalizing. They afraid of traffic police and drive carefully.
6. D.Ziet Ayer Hail 1st Get and Desalegn Shop: The place is located on gentle slope,
coordinate of 08044.553N, 038059.506E, and the elevation of the place is 1896m above sea
level and it is 48km from the A.A municipality with 7512 AADT traffic counting.
At the entrance of Ayer Hail 1st gate the accident frequency is high and recorded as 51
accidents per years. The most serious problem is due to sight obscurest, over speeding,
steepness of the slope, improper installation of traffic signals, being place of high social and
economic activities, city bus stops, road junctions or campus at the curves, and road
junctions at the curves results in high traffic congestion.

͵Ͳ


 †ƒǯƒ
ƒ”–•‹‰
‘–‡Ž
‘ƒ†
Ž† 
To A.A
‡”‹ƒŽ 
‘ˆ„—•
’‡
‡„‡Ž‡Ͳ͵ ƒ”‡ƒ

ˆˆ‹…‡


ƒ‹Ž™ƒ›

Source: ETA National Roads Safety coordinator office

Figure 3.5 Accident on Debreziet Kebele 03 and Infront of Ada’a hotel

7. D.ZEIT AYER HAIL 2nd & 3rd GET: The place is found on gentle slope,
coordinate of 08043.737N, 039000.208E, and the elevation of the place is 1881m above sea
level and it is 49km away from A.A municipality with 6861 AADT traffic counting
resulting in 12 frequency of accidents occurrence on this place. Most accidents occur due
to: Over speeding and shortage of traffic signal and signs, highest traffic flow, road
junctions and drivers sight obstacles, Unavailability of carts and pedestrian’s path, misses
of road users and presence of curved zigzag roads, Campus gates at the curves.
The maximum percentage share contribution of the accident on the Dukem is that on
Thursday, Saturday and Sunday because they are the market days and weekends in which
people go to the roads and recreational centers on these days account for 55% of the total
accidents. Some also get drunk and stagger on the way and get to traffic accidents while
swaying here and there.

Big sight obstacle (forest)

‘Ǥ

Ayer Hail 3rd Get

Source: ETA National Roads Safety coordinator office

Figure 3.6 D.zeit Ayer Hail 2nd & 3rd get accident situations

͵ͳ


 Table3.2: The daily accidents contribution of 2007/08
R. no Day Amount %share
1 Monday 3 13.6%
2 Tues day 1 4.5%
3 Wednesday 2 9.1%
4 Thursday 4 18.2%
5 Friday 3 13.6%
6 Saturday 5 22.7%
7 Sunday 4 18.2%
Total 22 100%

3.1.3: Bishoftu to Modjo Roads (Ayer Hayil)

Back ground of the Roads: Bishoftu is found in the East-South of Addis Ababa 45kms
away from A.A in which the town is known by having high traffic intensity as the roads of
Ethiopian port passes through the town. The town is concentrated with two high schools,
one preparatory and other many elementary schools including two colleges which can
contribute the population number to increase in the street of Bishoftu roads. Market
situation: The market situation of the town is very attractive because the town established
on the main way of our country ports street and with high population number. So for
trading and merchandising condition it is comfortable. The market day of the town is
mostly on Thursday, Saturday and Tuesday of the week. During these days the population
of the town increases as the market users merges from different angles or directions.
Therefore the running population and market day’s condition could result in high accident
The maximum accident rate measured in this way was in 2007/08 which is about 46% of
the total accidents occurred. Sever fatality alone was about 21% in the same years of the
accident. Heavy injury of 21% was registered in which some of them may go to fatality
death. The property damage in this year was about 46% in the street of Bishoftu. Slight
injuries of 12% in these roads had been identified during the accident registration of the
Debreziet traffic police members. The comparison of the accidents in the four years on this
road is shown in the Appendix IV, Fig A-6 that depicting 30.37% of the accident was
covered in the recent year 2000E.C and 20.55% accident percentage rate was registered in
1999E.C. The rest 1997 and 1998 E.C accomplish altogether 49%, each contributing
23.62% and 25.46% respectively. The analysis shows us that the accident rate is increasing
from year to year and expects the harsh measurement should be taken.

͵ʹ


 The Estimated Total Cost of Accident on Debreziet Road

Table 3.3: The Debreziet roads traffic cost estimation (1997-2000 E.C)
s Years Estimated cost Total
/n (E.C) of damaged
property
1997 748,500 3,816,600
21998 779,700 Birr
31999 817,900
42000 469,500

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 country’s 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.

Table 3.4: Daily occurrence of traffic accidents on Mojjo (2008/09)

R.no 1 2 3 4 5 6 7
Types of accidents Total
Tuesday
Monday

Thursda
Wednes

Saturda

Sunday
Friday
day

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 road’s 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 (Ada’a):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 (Ada’a):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 (Ada’a, 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

&Ăƌŵ

ďĂ
ďĂ
ĚĚŝĂ
dŽ

&Ăƌŵ

ƵĚĂ
Ğƌŵ
ĚĂ͘Ă

Source: ETA National Roads Safety coordinator office

Figure 3.7: Hude kebele g/m (Adaa, Bermuda) road section
͵Ͷ


 3. Beyu Besike: The place location is found on gentle slope, coordinate of
08039.449N, 039003.653E, and the elevation of the place is 1837m above sea level and it is
62km from A.A municipality with 6861 AADT traffic counting resulting in 21 accidents
occurrence on this place. In the region of Beyu Beseke the traffic intensity is 6861 from
AADT counting and most of the accidents frequently occurred about 21 which is small
when compared with what has been seen till this section. Some of the reasons for the
accident occurrence during the observation are: The steepness of the route on about 3km
long length, over speeding which common to all and signs and signal absence, miss use of
roads by pedestrians, animals and carts with sight obstacle

3.1.4 Modjo Background and Road

Site Inspection: At the time of inspection, public transport vehicles used the junction for
picking and dropping of passengers. Specially, drivers of Mini-buses did not respect traffic
rules at the spots. There were no traffic signs around the junction also vehicles operated
above the speed limits.
Market situation
The market situation of the town is very attractive because the town established on the
main way of our country ports street and with high congested population. So for trading
and merchandising condition it is comfortable. The market day of the town is mostly on
Thursday of the week. During this day the population of the town increases from different
angles as they merge from country side. Therefore the running population and market day
condition could result in high accident rate unless polices and the responsible bodies give
attention to reduce the rate of the town.
Accidents Profile on Mojo Route
1. Shara Dibandiba (Lome):The place location is found on gentle slope, coordinate of
08037.964N, 039005.198E, and the elevation of the place is 1819m above sea level and it is
64km from the A.A municipality with 6861 AADT traffic counting resulting in 21
accidents occurrence on this place. In the observation most of the road accident occurs due
to the following reasons. The road serves for all road users, high over speeding,
unavailability and improper setting of traffic signals, the merchants, horses, donkey,
animals, people, etc congested the roads. The vegetation act as obstacle for sight here, some
handy craft sales as market and farm lands around the place can increase the intricacy of the
routes.
2. Mojo Megbia Shoa Goga (Lome):The place location is found on Steep short and
curved, coordinate of 08035.819N, 039006.690E, and the elevation of the place is 1762m
above sea level and it is 67km from A.A municipality with 6861 AADT traffic counting
resulting in 10 accidents occurrence on this place. Most common reasons for the accident
occurrences are: On 3 major marketing days high traffic intensity occurs such as Tuesday,
͵ͷ


Thursday and Saturday and lack of proper traffic signs, high congestion and over speeding,
junction’s at bridges area and sight obstacles are some of the commonest cause of accident
severity on this route.

Source: ETA National Roads Safety coordinator office

Figure 3.8: Mojo Megbia shoa goga (lome) road section

3. Fatole / Chancho Megenteya (Lome):The place location is found on gentle slope,

coordinate of 08032.967N, 039005.826E, and the elevation of the place is 1753m above sea
level and it is 73km from the A.A municipality with 1975 AADT traffic counting resulting
in 20 accidents occurrence on this place. The rate of accident frequency is 20 for the traffic
intensity of 1975 from AADT counting data. The most reason for the accidents is: Straight
and long journey and curved at end and absence of traffic control, steep slope, over
speeding and lack of road user’s awareness , congestion occurrence due to farmers, located
around with their cattle and animals.

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 08016.559’N, 038055.467’E, 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.
dŽŵŽũŽ
ŬĞƚĞŵĂ

'ŽƌŐĞ

dŽ
EĂnjĂƌĞƚ
Ś
ĐĂĐŝĂ

EĞƚ





Source: ETA National Roads Safety coordinator office

Figure 3.9: Tede and Jego Gidada (Lome) road section

7. Malima Beri (Bora):The place is found in the Sloppy Steep & unseen (obstacle)
area Coordinate 08019.260N, 038058.225, Elevation of 1623m, Distance of 115km with
accident frequency of 19 in average that is occurred by 1975 traffic intensity of AADT
counting. The possible causes for the traffic accident on the routes are due to the following
causes. Traffic signs & signals under installation, Over speeding problem, existing situation
vs allowable speed, Serve for all road users, no paths for pedestrians, carts, cyclists and
animal, traffic signs & signals under installation.

͵͹


 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.
'ŽƌŐĞŵĂĚĞďLJĨůŽŽĚ

dK͘
KďƐƚĂĐůĞ ŝŐŽďƐƚĂĐůĞ
;ĞŶƐĞĨŽƌĞƐƚͿ
;ůĞǀĂƚĞĚ,ŝůů
ΘǀĞŐĞƚĂƚŝŽŶ
ϳŵ

Source: ETA National Roads Safety coordinator office

Figure 3.10: Malima Beri (Bora) road section

The roads traffic accident injuries on mojjo town and surrounding in 2000 E.C
depicting the death, heavy injury, light injury and property damages. When we compare the
four types of injuries the fatality or death is 37.50% on this route which shares the highest
percentage rate. The second higher injury is property damage in which it shares 32.14% of
the total accidents committed in this years. The third damage registered heavy injury in
which it shares the percentage share of the total 16.07%. The least but not the simplest is
the light injuries 14.29% share of the total. We can conclude that the death rate on this
route is the highest as the vehicles passing through it are very many in number and drivers
are careless to slow down. Awareness of the population to the traffic accident is yet late to
be introduced in the area through media, advertisement and awareness forums.

3.1.5 Modjo to Arsinegele Roads

The small towns are there between Modjo to arsinegele like koka, Alemtena, Meki,
zuway, Addamituillu and Bulbulla. The accident severity and roads traffic intensity is not
this much exaggerated on these streets from the data obtained.
Meki town station found on the Station 128+100-131+240 distance from the country
center, Addis Ababa. The town is very small but accident occurrence is very high
relatively. These streets are constructed by gravel materials in which it is only one way
passage to the other sectors in the North or South. At this roads there was no any traffic
polices around the landscape areas during the survey the writer noticed. The speedy cars are
very fast moving when you watch at their speedometer reading about 120km/hrs.
͵ͺ


 1.Meki Bridge (Dugida):The place is located at Coordinate of 08009.043E and
038049.339N with elevation of 1669m on 134km distance from A.A. the accident
frequency registered on this route is 15 in average and this was due to the presence of 1975
intensity of vehicle flow, commercial centers surrounding, bridge presence, over speeding,
congestion of traffic flow, sharp curve, zigzag, absence of ring path for carts, animals and
pedestrians, long , unseen nature of the road from the side of A.A, existing sign and signal
need repayments, presence of junctions on the inlet of the bridge, etc are some common
factors for traffic accidents.
2. Meki Kebele 01 (Dugida): The place is located at Coordinate of 08008.999N and
038049.211E with elevation of 1664m on 134km distance from A.A. the accident frequency
registered on this route is 27 in average and this was due to the presence of 1975 intensity
of vehicle flow, commercial centers surrounding, bridge presence, school of Aziz Bilal,
over speeding, urban center, cross junction, congestion of traffic flow, sharp curve, zigzag,
absence of ring path for carts, animals and pedestrians, long , unseen nature of the road
from the side of A.A, existing sign and signal need repayments, presence of junctions on
the inlet of the bridge, etc are some common factors for traffic accidents. This road of the
urban center results in high frequency of accident of 27 comparatively.
Public transport mini-buses use the shoulder and road side spaces for picking and
dropping passengers. The main problem is mix of traffic within the influence area. The
population of the Bulbula town is very large and overcrowded because the road is very
narrow and only one way that the whole population use the landmass. During the survey
what had been noticed was that there were so many students on the way along the way
while the time was about 8:00AM, 12:30 P.M and 5:00 P.M of the days. This flow intensity
of population in the town indicates that for the fast driving drivers increases the occurrence
of accident. The market places, public services, cafeterias and hotels are all straight on the
main road. So that congestion of the traffic intensity is high. The animals moving in the
street are so many that can exposed to accidents.

͵ͻ


  dŽĂĚĚŝƐ
ŬĞƚĞŵĂ

dŽŽŐŽƌŐĞ
ŽŵŵĞƌĐŝĂů
dK͘

Žŵ͘;ŽďƐƚĂĐůĞͿ

&ůŽǁĚŝƌĐ͘

͘ƌŝĚŐĞǁŝĚƚŚϴŵ dŽďĞŬĞůŝ
͘ZŽĂĚǁсϭϰŵ

Source: ETA National Roads Safety coordinator office

Figure 3.11: Meki bridge (dugida) road section

The other town is Arsinegele next to Bulbula landscape. It is populated with so many
traffic intensities. The population during the survey day was too much congested as it was
a market day, On Tuesday. On the school time, working time ends, and the morning time
are congested time with population of the area. These contribute for the high traffic
accident fatality in the town. The most congestion factors are the people, the carts, and the
animals freely moving on the ways in this area. The cars which are passing these towns
from Addis Ababa or from Shashamene are too speeding that during the congestion period
cause high accident to the highly congested population of the road users.

The traffic accident situation

1. Elka Chalomo /Ziway/: It is found on the slope of gentle land escape, on coordinate
08000.024N, 038043.425E, elevation of 1652m and on the distance of 151km from Addis
Ababa. The frequency of accident by traffic intensity of 1465 is 16 in an average.
The main cause for the accident occurrence on this route area over speeding, flood
problem, lack of place for freely moving animals as it has to gets for cattle path, Relatively
flat and straight.
4. Ado Kontola: The road is found at gentle slope, the coordinate 037058.239’N,
038043.229’E, elevation of 1448m, and at a distance of 155km from AA. The traffic
frequency registered in this route are 16 due to the causes of over speeding, straight and
too long path, serving to all the road users, no side walk, sales for the vegetable and marine

ͶͲ


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.

dŽdƵĐŚŝĞƌďĞů
WƌŝŵĂƌLJ^ĐŚŽŽů &Ăƌŵ
ϭϭŵ

&Ăƌŵ

dŽ͘͘
dŽŝǁĂLJ>ĂŬĞ

Source: ETA National Roads Safety coordinator office

Figure 3.12: Wollen Bula (Ziway) road section

7. Anano Shisho (Adami Tulu): The place is located on the gentle slope of land
escape, coordination of 07049.548N, 038041.149E, elevation of 1658m, on the distance of
164km from A.A. most frequently occurring accident by 1465 traffic intensity of vehicle is
about 17 per annum in average. The main causes of the accident occurrence are the
followings.
™ Freely moving animals congest the road
™ Farm lands presence around the road
Ͷͳ


 ™ Insufficient traffic signs & signals
™ Over speeding m and Serve for all road users
™ Absence of traffic police enforcement and follow up
8. Meneharia Sefer (Adami Tulu Ketema): The place is located on the gentle slope of
land escape, coordination of 07051.715N, 038042.470E, elevation of 1648m, on the distance
of 166km from A.A. most frequently occurring accident by 1465 traffic intensity of vehicle
is about 12 per annum in average. The main causes of the accident occurrence are the
followings. Freely moving animals congest the road, commercial, residence and Addami-
Tulu Agri Research Centers presence around the road, fairly distributed traffic signs &
signals but Insufficient, over speeding m and Serve for all road users, Absence of traffic
police enforcement and follow up.
9. Arba Kebele (Adame Tulu): The place is located on the gentle slope of land
escape, coordination of 07045.993N, 038038.903E, elevation of 1638m, on the distance of
174km from A.A. most frequently occurring accident by 1465 traffic intensity of vehicle is
about 12 per annum in average. The main causes of the accident occurrence are the
followings.
™ Freely moving animals congest the road, farm land presence around the road
™ Not fairly distributed traffic signs & signals are found; over speeding m and Serve
for all road users, Absence of traffic police enforcement and follow up.
10. Bulbula Shell /Adame Tulu /: The place is located on the relatively steep land
escape, coordination of 07043.674N, 038038.719E, and elevation of 1608m, on the distance
of 183km from A.A. Most frequently occurring accident by 1465 traffic intensity of vehicle
is about 10 in average. The main causes of the accident occurrence are the followings.
Freely moving animals congest the road, farm land presence around the road, place of
socio-economics activity and has better sidewalks but unused by the road users, not fairly
distributed traffic signs & signals are found; over speeding m and Serve for all road users,
Absence of traffic police enforcement and follow up.
11. Urufu Lole /Bulbula /:The place is located on the relatively steep slope land
escape, coordination of 07043.5N, 038038.4E, and elevation of 1615m, on the distance of
184km 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.
Freely moving animals congest the road, farm land presence around the road, damaged
guard fences, high traffic flow, not fairly distributed traffic signs & signals are found; over
speeding and Serve for all road users, absence of traffic police enforcement and lack of
follow up.The line graph (see detail in Appendix IV, Fig A-3) indicates that the traffic
intensity is increasing on this way from time to time. The accidents caused due to the high
intensity of the traffic flow on these ways are high.
Ͷʹ


 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 week’s 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.

Ͷ͵


 Sunday, 16%

Monday, 16.80%

Saturday, 16% Tue sday, 14.40%

Friday, 8% We dne sday, 10.40%

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.
ͶͶ


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.

Figure 3.14: Kuyera Hospital (Shashemane) road section

5. Toga /Shashemane/:The place is located on the steeply and curve slope land escape,
coordination of 07007.647N, 038031.371E, and elevation of 1832m, on the distance of
261km from A.A. most frequently occurring accident by 1250 traffic intensity of vehicle is
about 24 per annum in average. The main causes of the accident occurrence are the
followings.
• 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

Ͷͷ


 &Ăƌŵ

dŽ
dŽ
ǁĂƐƐĂ

ZĞƐŝĚĞŶĐĞ


ZĞƐŝĚĞŶĐ ZĞƐŝĚĞŶ
Ğ ĐĞ

ZĞƐŝĚĞŶĐĞ


ϵŵ

ŶǁĂƌDŽƐƋƵĞ

Source: ETA National Roads Safety coordinator office

Figure 3.15: Toga /Shashemane/ road section

1.Mengist Ersha (Shashemene, Togo): The place is located on the steeply and curve
slope land escape. Coordination of location A and B 07007.859N, 038030.238E, 07o
07.844N, 038o07.838E and elevation of 1713m,1729m on the distance of 261km from A.A.
most frequently occurring accident by 1250 traffic intensity of vehicle is about 10 and 24
per annum in average respectively.

¾ The main causes of the accident occurrence are the followings.

¾ There are insufficient road systems and signals and signals those lead to high
accidents
¾ The most road users are donkey and horse carts
¾ Poor traffic enforcement, and high over speed due to the lack of control or
management of speed
Comparison of the overall traffic intensity
Traffic intensity in the following fig comparison shows us that traffic intensity
visualized on the way from Akaki to modjo. This indicates us that the traffic intensity
results in the more accident occurrences between Addis Ababa to Modjo routes. .
The traffic intensity (see detail information in Appendix IV, Fig A-9) compiled shows
that the traffic intensity is increasing from years to years that causes highest possible
accident on the road users and properties on the roads side in which they are using for the
purposes. Unless otherwise, harsh measurement are taken the traffic accident on the roads
causing the country economic degradation. In 2007 the number of traffic intensity was
14600 vehicles are served. The traffic intensity increases, the traffic injuries increase in our

Ͷ͸


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
Ͷ͹


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 Accident Traffic
Dukem Koticha (Ada’a 48 7512
Infront Of Ziquala Hotel (Ada’a 51 7512
New Bus Station (D.Zeit): 46 7512
D.Zeit Kebele 03 and In front of 27 7512
Police Station and Tourist Hotel 13 9645
D.Ziet Ayer Hail 1st Get and 51 7512
D.ZEIT AYER HAIL 2nd & 3rd 12 6861
Keta Woregenu (Ada’a): 26 6861
Kumbursa (Ada’a): 83 6861
Hude Kebele G/M (Ada’a, 35 6861
Beyu Besike: 21 6861
Shara Dibandiba (Lome): 21 6861
Mojo Megbia Shoa Goga (Lome): 10 6861
Fatole / Chancho Megenteya 20 1975
Tede and Jego Gidada (Lome): 39 1975
Koka Negawa (Lome): 10 1975
Tuka Langano Kebele G/M 11 1975
Oda Bokota G/M (Dugida): 19 1975
Meki Bridge (Dugida): 15 1975
Meki Kebele 01 (Dugida): 27 1975
Elka Chalomo /Ziway/: 16 1465
Ado Kontola: 16 1465
Gerbi Gelgile Ersha Limat (Adami 22 1465
Wollen Bula (Ziway): 14 1465
Anano Shisho (Adami Tulu): 17 1465
Meneharia Sefer (Adami Tulu 12 1465
Arba Kebele (Adame Tulu): 12 1465
Bulbula Shell /Adame Tulu /: 10 1465
Urufu Lole /Bulbula /: 14 1465
Bura Berma Kebele 16 1442
Kuyera Hospital (Shashemane): 28 1442
Karara Filicha (Shashemene): 32 1442
Melka Oda (Shashemene): 16 1442
Toga /Shashemane/: 24 1250
Mengist Ersha (Shashemene, 34 1250

The above table summarizes the accident frequency on the route specifically named and
the traffic intensity available over the period of time.

Ͷͺ


 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 hour’s 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.

Ͷͻ


 Secondary data were employed mostly from the traffic police centers of each respective
sub town’s 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.
¾ To get income from the minibus they drive when the drivers are employed and
money targeted
¾ To move fast and trade money drinks alcohol and expose themselves to accident
and the others too.
¾ To pass the other cars while trying to compete with the neighboring trucks
¾ 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 Road network Total
causative problem problem problem problem
Number of 20 105 304 125 5
respondent 54
% share 3.61% 18.95% 54.87% 22.56% 100%

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.

ͷͲ


 60.00%

50.00%

40.00%

30.00%

20.00%

10.00%

0.00%
Vehicles Pedestrian Drivers Road
problem problem problem network
problem

Figure 4.1: The respondents versus the accident causatives

4.1.3 Improper Management of Traffic Police Information

The police in the Oromia region do not have data retrieval system and management
system when the study is necessary it needs strong effort to get data and information. Data
management is the technological and essential for the present time. Some of the problems
of data management weakness noticed during the survey are:
1. It follows traditional way and not modernized data gathering system
2. The lack of proper data management of information center workers and not filling the
format paper as it is prepared for the traffic purpose
3. Expecting the information is useful only for the law and court center and considering
improper data handling for the other research papers. For example if two vehicles
problem makers are there in the collision, the data registered is useful only for the
problem creator. The one who did not involve in the problem do not register for other
purpose
4. The traffic accident data gathering format is in a lack of all the information to be
analyzed for instance the data format paper does not encompass the one who did not
commit accident, specific place where the accident happened, etc.
5. The problem of transport and message communication system most of the accidents
committed where there is no police traffic or where they reach after everything has
gone, the data or information being not fulfill totally or partially.
6. If it is not case of life and injury, ignoring property damage and negotiating the two
party and not registration of the condition
7. The information centers organization being weak and information dissemination
8. Lack of information exchange mechanism between police to police of different areas
In this study four types of main information gathering system were used.
1. From traffic police statistical department centers

ͷͳ


 2. The Authorities of Ethiopian Transport and
3. From Ethiopian Road Authority
4. From field survey and accident places
9. The information collection process list or details focus on the following parts.
1. on accident severity
2. Type of the accident
3. Movement of vehicle
4. The layer condition of the road
5. The situation of road position
6. The age of the drivers
7. The ownership ness of the vehicle
8. The type of vehicle
9. The place where accident occur
10. The time of the day and time of accidents
11. The place of the accident plan

4.2. Introduction to Quantitative Data Analysis

The qualitative data were obtained from police traffic statistical centers during the
survey time. It has got problems of data handling. The organization of good handling data
helps police not to repeat any types of error in the feature that had made previously. It
pushes the head offices to control the data organizational technique and proposal for the
reduction of the traffic accident on life and properties. Before the discussion takes place its
pace let the factors those affect quantitative data discussions should be seen to help the
analysis throughout the work

4.2.1 Factors those Affect Traffic Accidents Rate

There are money factors those affect the traffic accident rate injuries. Among them the
most common on these roads are: The drivers, the vehicle problem, and the roads network.

ͷʹ


 Road network
Pedestrian

Crossing illegally
Steep slope
Narrowness
Carelessness Violate traffic rule
Gravel
Drinking Dusty

Accident
causes
Cloudy & Smokey
Drinkin
Windy
Hot and cold
Speed
Overtaking
Stimulants Rainy

Drivers Problem Environmental

Condition

Figure 4.2: Factors influencing road traffic accidents

4.2.2: Traffic Accidents Classification Based on Time

The traffic accident could occur on the study street cumulatively assessed and
identified to make conclusion based on the roads type and the roads user in the Oromia
region. The timely traffic accident analysis helps to judge and when to take action for the
reduction of traffic accidents. The above Cause and effect or Fish bone diagram shows the
main factors on these roads.

A. Traffic Accidents on Days of the Week

From the fig 4.3 we can conclude that the highest accidents occurred was during the day
of the week on Tuesday and estimated to 18%. This was because of the day is marked as a
market time in which the population of the road congested by the road users and the school
period in which student fill the roads during morning, at noon and after noon as well as it is
the time in which the workers go to their work place on these day in most of the Oromia
region.

ͷ͵


 Sunday Monday
14% 13%

Saturday Tues day

16% 18%

Friday
12% Wednesday
11%
Thursday
16%

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.

ͷͶ


 250

200

150

100

50

0
0

0
00
.0

.0

.0

.0

.0

.0

.0
0.

2.

0.

2.
-8
-2

-4

-6

-1

-1

-2

-4

-6

-8

-1

-1
00
00

00

00

00

.0

00

00

00

00

00

.0
11

11
7.
1.

3.

5.

9.

1.

3.

5.

7.

9.
Hourly Committed Roads Traffic Accidents

Day time accident status (E.C) Night time accident status

Figure 4.4 Hourly accidents registered

As the fig 4.4 shows us that more accidents recorded during the day time of 2.00-4.00,
during the peak period of 6.00-8.00 in the day time and 10.00-12.00 day time due to the
times are here the rush time when students, workers run to the work place, school and again
comeback to home for lunch or for the night walk or home as well as during the night time
of 1.00-3.00 because of the people are taking recreational walks, or running to their home
from different work and purpose. The accidents are more at these times due to the workers
are flowing to the work place and the students going to school and back. The time in which
the accident is the highest during the peak times of the work and purpose because many
people are going home from the work place and school or market and some considering
these times as recreational period after job at this moments. The minimum accident rate is
registered in the middle of the night time and the quarter of the night as it is depicted in fig
4.4 above. These are because of the time in which all the activities halted in the
environment and take rest. The monthly data did not obtained from the police commission
and left without analysis.

4.2.3: The Traffic Accidents Based Upon the Drivers Situations

From the main causes of the roads traffic the drivers take place the first place. Some of
the factors for the drivers’ accident commitments are the following.
1. Driving beyond speed limit
2. Denial of passengers priority
3. Loading beyond capacity
4. Loading people on material carrier trucks
5. Negligence problem
6. Carelessness where there are animals and people in density
7. Rejecting traffic signs and regulations
8. Lack of driving or behavioral problem
The causes are
ͷͷ


 • 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
• lack of driving from dangers barriers strictly
• most of drivers being in the age of young
• for the drivers who make mistake or accident no penalty of taking away the
license from them

Age of Drivers Vs Numbers of the Accidents

The road traffic accidents committed by the vehicles also depends on the drivers’ age
and their efforts. Most of the time the accidents are committed by the driver in the age
range of 18- 30 years. These is because they drink alcoholic drinks, speed over the
recommended, think as youngster and carelessness for their life and others.
unknown Less than 18
8% 12%
Above 51
13%

31-50
31%

18-30
36%

Figure 4.5: The traffic accidents caused by the driver’s 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.

ͷ͸


 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 Driver’s 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%

80.00%
Percentage
Share 60.00%
Contribution
40.00%

20.00%
0.83% 0.00%
0.00%
Male Female Unknow n

Gender

Figure 4.6: The Traffic Accident Causality by Gender Group

From the fig 4.6 we can conclude that 99% of the accidents caused by the male drivers
due to the following predictions.
¾ Males are very drunker in the Ethiopian culture and norm than females. When
someone drinks more he will get tired and cause problem
¾ The males are more than the females when compared in number and most of the
time they drive long distance and after these tidies journey the may get tired and
unconscious
¾ Male drivers involve in the market of the passengers transport that simultaneously
need to get money and so that driver harshly to turn frequently in the same day on
these routs
¾ The rule and regulation for the drivers are very weak that they are not
strongly punished and given education, training specially those of private drivers.
But here determination of the sex group as males are committing higher accident
than female in total is impossible because we do not know how many of females
and males derived by this route as it is not register except the accident committed
parties.

ͷ͹


 Educational Back Grounds of the Drivers:

Most of the time the educated drivers are expected to drive with a minimum cause of
accidents that they do not commit accidents more than those of illiterate drivers could
commit. The statement may be some times wrong when they are addicted to some alcoholic
drinks. But if these are not they are better to drive at concentrated thinking and careful
regardless of some barriers. When drivers are trained and cultivated well before they start
driving both in higher education system and driving license system, they can reduce the
accidents that can be easily committed. Because they pay attention as education in any way
reshape human being mined psychologically to keep his balance. Therefore the education
play big role.

250

200
Accidents committed

150

100

50
1997
1998
0
1999
Illiterate Basic 1st cycle 2nd junior 2ndry high Above 2nd unknown
education level level school high school 2000

Educational status

Figure 4.7: The Accident rates by the educational background

Most of the accidents caused by the drivers who has completed secondary high school
level in 1998 and from 1st cycle to secondary highs school level the accidents committed
was more than 76.23%. The reason of the severity of accidents committed in the group of
1st cycle level, secondary junior level and secondary high school levels is because when
they finish school program and lose the chance of joining universities, they need to have
license to be drivers. These stages of educational background are being uncontrolled, it
contributes and causes the drivers not to have the technical effectiveness in his or her
educational level. The other thing people who are in these three most important stages are
very addicted to a chat chewing and alcoholic drinks that stimulate them to drive at a
highest rate of unlimited speed. In the above graph we see that most of the accidents are
contributed by the drivers in the school status of first cycle, the secondary and junior and
secondary high school. The above analysis shows where and how to attempt the licensing
methods.

D. The Drivers and Vehicles Relationship Vs the Accidents Committed

The Table 4.6 shows the vehicle and the driver’s relationship. In the table most of the
accidents i.e. about 61.15% of the traffic accident and sever injuries are committed due to
ͷͺ


the employee drivers. This high alarming rate of the accident was noticed because of the
following main reasons.
¾ The employees need to obtain more money in a day from the passengers
¾ 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

R.No 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

E. The Drivers Experience and the Related Accidents

In the fig 4.8 we can compare the traffic accidents of the four years from the
prospective of the driver’s experiences. In 1997 drivers with 5-10 years’ experience
committed about 37% of the total accidents of these years. In the same year 1-2 years
experienced drivers also committed accidents of about 33%. This indicates us that the
accidents in 1197 were most probably committed by the drivers of experience of 1- 10
years in general.

ͷͻ


 40.00%

Percentage of accidents
35.00%
30.00% 1997
25.00%
1998
20.00%
1999
15.00%
10.00% 2000
5.00%
0.00%
Have no Less than 1-2 years 2-5 years 5-10 Greater
license 1 year years than 10
years
Drivers' Exprience

Figure 4.8: The drivers’ experiences vs. accidents

Secondly the accidents rate decreased in 1998 due to the experienced drivers by 12%
and then increased to 28.9% in the year 199 by the drivers of experienced from 2-5 years.
In total when we see the accidents causality by the driver’s experiences category it was in
the experience of 2-10 years of the drivers’ experience. These are most probably due to the
confidence of the drivers. But the police data cannot show why these were happened.
Therefore it needs in the feature to be considered in the data collection and investigation of
the police when things come in to the proper ways of their working environment.

F: The Levels of Driver’s License and Accidents

The level of license may show that the drivers have got effective training through
strong education training. Therefore it could influence the occurrence of accidents. The
license of the drivers can show how and when to give the drivers from thorough study. In
the following fig we see that as the license increase accident increase.
The fig 4.9 above shows us that the maximum accident causatives are the 3rd level
licensed drivers for the years of 1997, 1999 and 2000 with injuries of 151, 135, and 252
respectively. In 1998 the fifth license level created a maximum of accidents. These are
because they hold the cars with high loading capacity and driving at an alarming rate
especial those of the minibus drivers. But here it has a lack to clarify the cause of their
accident commitment.

͸Ͳ


 no license, 6.13% Unknown, 6.22% 1st, 6.04%

Special certified, 2nd, 12.35%

5.99%

5th, 17.24%

3rd, 27.42%
4th, 18.62%

Figure 4.9: The driving license level and accident percentages

4.2.4:. Vehicles Failures and Accident Characteristics

A: The Life Service of Vehicles and the Accidents

When service life of the vehicles is increased, the reliability of them to travel longer
distance gets less and less. Therefore the accidents it can result in will increase. The part of
the vehicle depreciates from time to time and gets reducing its speed and other important
conditions. In the below figure 4.10 when the vehicle service gets longer in its service, it
had got more accidents and injuries. Once the vehicle served for more than five years and
ten years, the vehicle causes the largest accident rate. For example the service life of above
5 years resulted in cumulative accident rate of 26% over the four periods of the years.
Because the service life increases means the cars familiarity increases. The maximum
accident attained in the cars service life of the 5-10 is 579 and 2-5 is 491 injuries were
recorded by the police traffic. The above figure illustrates in general that the vehicles used
on these roads varies in their service life from 2 to 10 years’ service life.
Up to 1 years,
9.95%
Unknow n, 8.53%
Above 10, 19.31% 1.0-2.0 years
11%

2.0-5.0 years,
5.0-10..0 years,
25.21%
26.22%

Figure 4.10: The service life of the vehicles and accidents committed

͸ͳ


 B: Types of Vehicles Vs Numbers of Accident

The vehicles type by itself has its own contribution to the roads traffic accidents in any
worlds. The types of the vehicles which can cause accidents are Heavy load capacity
known by their trade mark of ISUZU, the People transport of sit capacity 12, 13-45, and
over 46, heavy truck loads of 11-40,41-100 quintals loading capacity, carts, taxes, special
trucks with trailers and without trailers, trains, pickup, station wagons, bus, etc. but among
the above the most common known for their highest accident rate on the study area are
station wagons ( minibus), heavy load of 10-40 quintal loaders (ISUZU), people
transportation of sit 12-46 capacity and others.
Most of the accident committed by heavy load carrier and by the minibuses. Heavy load
of capacity 11-40 quintals (Isuzu) much of the accidents on these ways than others
relatively. The percentage of the accidents it had committed in these years of the data
analysis was 15% and second to this were heavy load trucks of capacity 41-100 quintals
resulted in an accident of 13.27% in these years of data analysis. Thirdly the station wagons
are common to cause an accident of 9% in this period of assessment. These show us that
most of the accidents are committed by these three major types of the vehicles. The types of
the cars cause large life and property damage is the heavy truck load capacity of 41-100
quintal, heavy load truck with the trailer, people transportation of sit 13-45, people
transportation of sit over 46, and heavy truck load capacity of 11-40 quintal. They all
together contribute maximum roads traffic accidents on the Oromia roads in general.

Unknown

Train

Special trucks with trailers

people transport sit over 46

V e h ic le t y p e

People transport 12 sit capacity

Tanker

Heavy load truck capacity of 41-100

Pickup loading 10 Quintal

Bus

Bicycle

0% 2% 4% 6% 8% 10% 12% 14% 16%

The percentage of the Accidents

Figure 4.11: Types of the vehicle caused injuries

͸ʹ


 C: The Failures of the Vehicles and the 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.
Percentage of Accidents

45.00%
40.00%
35.00%
30.00%
25.00%
20.00%
15.00%
10.00%
5.00%
0.00%
em

em
m

n
em

lem

l
ca

ow
le
bl

bl
bl

ni
ob

ob

n
o
ro

ha

nk
pr
pr

pr
Pr
ep

ec

U
o
n

g
re

m
ak

N
eo

tin
Ti
Br

er
Fr

gh

th
Li

Vehicle failure

Figure 4.12: The vehicle problems and its accidents situation

4.2.5: Type of Roads Network and Environmental Conditions

In Arba Lake, kumbursa, Bulbula town, bridges on zigzag roads, steepness on straight
roads, too zigzag roads are very severing and injury places. From Bulbula brige area Urfa
Lole the accident preventing road side iron support has been crushed on the road from A.A
to Hawassa direction. To understand the roads situation, the roads authority should study
the roads condition regarding traffic intensity, distance, type of layer, type of asphalt, the
place settlement, in service condition of the roads, the environmental condition, etc are
some of the important factors to study the type of the roads. The accidents occurrence was
due to the following conditions.
¾ Lack of cart, passengers, and animals alternative roads
¾ Presence of others obscuring things on the road sides from sight of the drivers such
as building, plants, hills, etc.
¾ Narrowness of some place of the roads on the routes
¾ The plateau of the lands being zigzag, hill, ups and downs in some place on this
ways

͸͵


 ¾ During the roads design and building of the roads lack of consideration of safety of
the roads
¾ 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, Joining Rural
18.06% 47.00%

Joining
Grave l road, provinces ,
18.62% 16.31%

Figure 4.13: The road type and the accidents conditions

B: Most Common Areas Those Receive Road Accidents

The accidents on the roads may occur around some of the following areas. These areas
have to be identified where the accidents occur and decision should be taken to find the
counter measures of the roads accidents. The characteristics of the roads where it is
asphalted, not asphalted, concrete roads around villages, around schools, around factories,
around prayers, around market areas, around recreational areas, hospitals, office areas,
residence areas, and other places are the most commonly known place which is exposed to
roads traffic accidents in our country and even over the worlds due to different reasons. The
most commonly road accidents occurred at the place where no asphalt roads and where
there is no built-up areas. This is because the drivers can drive freely in these types of area
as there is no traffic intensity congestion seems to them very small and where there is no
control of police traffic. In the above figure we can see that in all the period of the study the
͸Ͷ


accidents on the roads due to traffic flow of vehicles occur around the residence areas, the
offices, markets, and on concrete roads area.
450 408
400 362
350
Number of Accidents

300
250 232
190 186 184
200 174 175
150 129
105
100
50 25
0

ea
ea
a
a
ry

ea
ge

s
l

ea
ted

oo

re

er
e

ar
ar
o

ar
ar

ar
l la

la

th
h
al

ct

ce
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sc

et
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vi

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tal
Fa
ph

na
er

ffi

en
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ad

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un

sid
os
ro

M
Pr

ea
ot

ro

re
N

cr
ete

Re
n cr
co
of
ut
O

Most common areas receiving accidents

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.

͸ͷ


 40.00%

35.00%

30.00%

25.00%

Percentage of accidents 20.00% 1997

1998
15.00%
1999
10.00% 2000
Total % share
5.00%

0.00%
Unidirectional Bidirectional Island isolated Divided by not Divided by the
symbolized colored symbol
color
Road design

Figure 4.15: The roads branching design system

D: The Position or the Direction of the Roads and Numbers of Accidents

In any way the position and direction of the roads affect the traffic flow intensity and
accident characteristics in any country. If the roads position is too hilly the accident
occurrence is high and expected from its state. One way roads direction can affect the
occurrence of accidents in the world’s roads. The single ways have high accident rate than
two ways roads direction because the vehicles cannot easily pass by each other on these
ways. In the figure 4.16 we see that in 2000 E.C highest accidents were happened rated as
275 on a straight and plain road. Generally we see that the accidents are more on the plain
and straight roads in the Oromia regions especially in the place where there is a high speed
but no problem of roads characteristics. N.B: Fig 4.16 indication sequence is from left to
right and legend explanation from top to bottom respectively.
Generally we see that the accidents are more on the plain and straight roads in the
Oromia regions especially in the place where there is a high speed but no problem of roads
characteristics. Here the big problem is that the characters tics of the data told us that it can
help us to judge which type of the roads position is the cause for more accident but it
cannot tell the main reasons of the causes of the accidents. The most frequently occurred
accident is on the straight and plain areas of roads. The second condition in which the
accident happens is on the straight and slightly sloppy areas of the roads.

͸͸


 300

250

200

The amount of
150
accidents
1997
100 1998
1999
50 2000

0
Straight Straight Straight Straight Slightly Strongly Hilly Slope Others
and and and and ups zigzag zigzag down
plain slightly steeper and
slopped 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.

͸͹


 othe rs, 6.87%
Train road cross, 5.81%

X-shape d, 7.14%

No joinin g, 44.98%

t-sh ape d, 9.22%

O -ci rcu lar i sland, 6.82%

T-sh ape , 10.55% Y- shape , 11.24%

Figure 4.17: The roads junction type and the occurrence of accidents condition

F: The Types of Road’s 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%

Figure 4.18: The road’s layers types and accident consequence

G: The Road’s Environmental Conditions and Committed Accidents The roads

environments such as dryness, moistness, mudyness, and others can affect the occurrence
of roads traffic accidents.
͸ͺ


 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%
50.00%
A c c id e n t c o m m it t e d

40.00% 55.90%
30.00%
20.00%
10.00%
15.90% 14.38% 13.82%
0.00%
Dry Moist Muddy Others
Environmental condition

Figure 4.19: The road’s environmental conditions

H: Types of the Accidents Committed by the Vehicles

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.
the percent the collision cover

16.00%
14.00%
12.00%
10.00%
8.00%
6.00%
4.00%
2.00%
0.00%
er

n
le

cle

in
ns

s
n
n

n
on

ow
er
ov

io

h ic
io

io

io

io

tra
r ia

hi
i

th
llis

lis

llis
llis

llis

llis

kn
ve
g

ve
st

th

O
ol
in
co

co
co

co

co

Un
de

wi
c
rn

g
m

din
s
ce

pe

g
ck

f ro
Tu

n
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in
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an
im

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ng

llis
by
to

to

st
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ct
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lli

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ce

ce

ra
of
Fa
de
ce

lis

st
Fa

Fa

n
Si
Fa

Ab
io
Co

llis
Co

type of collision

Figure 4.20: The type of accident committed

The most important factors for the collision of the vehicles and occurrence of the
accidents are the following four conditions.
¾ Face to face collision and face to back collision

͸ͻ


 ¾ Turning over and colliding with pedestrians
¾ Face to side collision and side by side collision

I: The Light Condition and the Committed Accidents

Understanding the light condition of the environment and the vehicles are very
important for the reduction of accidents. In the study site the lightening time has faced the
highest percentage of accidents in the truck ways from Gelan to Tukur wuha.

Dark or no road
O thers
sides light available
7% Day light
9%
40%
At night with weak
road sides light
8%

At night with good

road sides light
11%
At the sun rise At the sun set
11% 14%

Figure 4.21: The light conditions and committed accidents

In the figure 4.21 we can notify that about 40% of the injuries occurred due to the day
light or good light. Therefore in this sense we can say that the roads accident occurred is
not due to the problem of light. There is other factor behind these. The commonly seen
accident at the sun set and sun rise because the population of roads are very dense at these
time as the people leave /get from /to the work places. The most notified accident is during
the day time of the travel. The reason of the problem now strictly studied under this
condition by the police. If the day time were shadow, what is the problem then? It could be
very high.

4.2.6:. Condition of Accidents on Life

A: Activity of Pedestrians and Accidents

Most of accidents occur where there is high intensity of population. The intensity of
population could be found around schools, farmer’s village with their animals, around
offices, around marketing area, and working places. In these main roads in which the study
concentrated the people are trying to cross the roads carelessly, so that the probability of the
accident to occur notified and seen is increased.

͹Ͳ


 Unknown

Bombard

Types of workers
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.

͹ͳ


 Cold Good weather condition Cloudy weather
Hot 7% 10% 14%
9%

Cloud
11%

Dust
25%

Heavy wind Heavy rain Rainy

10% 8%
6%

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.

͹ʹ


 During entrance of joint roads (5.85% )

To entrance of joint roads (5.44)

Turning right (5.67)

3.69% 5.94%
5.85% Turning left (5.76)
5.44%
4.01% 5.67% “u” shape turning (7.56)

5.76% Passing over other vehicle (22.4% )

3.82%
Straight traveling (21.8)
3.69%
Getting out of the home (4.38% )
7.56%
Moving backward (3.69% )
4.38%
Entrance of cross roads (3.82)

22.40% Stopping (4.01% )

21.80% Others (3.69% )

Unknown (5.94% )

Figure 4.24: The accident causative vehicle motion status

D: The Pedestrian’s Health Conditions and Accidents

Most of the time, the ratio of the health to the abnormal people is more than that of
unhealthy people ratio to the health people in the real system. Therefore when we see the
accident level is on the health people is higher. So it indicates that the health people are
under risk. The pedestrians who are engaged in an accident could be health or patient like
handy cape, blind, deaf, drunken and lost his position.
As the figure 4.25 in the following shows that the maximum accident injury occurs on
the health people. The reason of the accident is the same that the carelessness of the vehicle
driver and the pedestrian themselves. The road users do not consider the distance between
the vehicle and themselves. The pedestrians are not crossing roads at the crossing roads.
The pedestrians are moving inside the main roads so that the accidents easily couch. Next
the maximum accident registered on handicap people and on drunken people. Even though
both parties could have ability to see, they have no ability to escape from the vehicle as
they lack energy.

͹͵


 800

700

600

A m o u n t o f in ju r ie s
500

400

300

200

100

0
Deaf Blind Handy cap Health Drunken unknown
Health status

Figure 4.25: The pedestrian body status and health condition

E: Motion of the Pedestrians and Severity of Accidents They Receive

Motion of the pedestrian has effect on the roads accident severity and occurrences.
These is that the road users unless and otherwise they are not traveling in the recommended
rule for traffic severity of accidents increasing. The pedestrians motion such as crossing at
the crossing roads, the crossing of vehicle roads at where no crossing lines, crossing beside
other track, moving on the pedestrian roads and on vehicle roads, etc. some of the condition
in the study time has been seen below from the data analysis. In the figure preceding it can
be seen that most of the accidents on the way Gelan to Addis Ababa are the highest due to
the crossing of the roads where there is no pedestrian crossing zebra. It is rated as 19.86%
in which it is the highest there is may be also be that on these roads at most places there is
no crossing roads zebra. That is why people and animals easily cross the roads easily. The
most second problem of the pedestrian motion is due to crossing at a cross roads. These are
most probably the driver’s hastiness and carelessness.
Others

Sitting or sleeping in the vehicle roads11

Playing in the vehicle roads

Pushing vehicle or working

Moving on the left where there is no pedestrian roads

Moving on pedestrian roads

Crossing hiding himself at the vehicle crossing

Crossing at cross roads

At traffic light cross roads crossing

0.00% 5.00% 10.00% 15.00% 20.00% 25.00%

Figure 4.26: The motion of the pedestrian and effects of accidents

͹Ͷ


 F: The Accidents Effects on Animals

Table below shows us that the animals injured on the roads either by death or wound.
The probabilities of animals to be killed or injured in this ways are increasing from year to
year unless and other wise harsh measure is to be taken. The death of animals in 1997 was
only 14 but in 200 it had increased to 37 deaths. The death in 1998 was very small when it
was compared to the others. The increasing of the animal death on these roads is due to the
following reasons.
Table 4.3: Accidents faced animals
Years of accident Death wounded Total Percentage
share
1997 14 5 19 17.27%
1998 8 3 11 10.00%
1999 17 10 27 24.55%
2000 37 16 53 48.18%
Total 76 34 110 100.00%

¾ Due to lack of awareness of the drivers not to care for them

¾ The farmers lack awareness for their animals that they follow them on straight
asphalt. Due to this the fast driver hit them
¾ The fast rate of increasing the vehicles in the country
¾ The rule and law being loosen
¾ Transport authority loosen the educational awareness forum for drivers
¾ Education loosened on the way for the road users

G: Types of People Injured by the Accidents

During the instance or event of road traffic accidents occurrences drivers, pedestrians or
passengers would be under the risk of the accident.
Table4.4.4: The Types of people injured by the accidents
s/n People who injured Death Heavy injury Slight injury Total % share
1 Vehicle drivers 43 33 13 85 11.10%
2 Pedestrians 91 89 37 270 35.25%
3 Passengers 142 144 101 411 53.66%
Total 276 266 151 766 100.00%
% share 36.03% 34.73% 19.71% 100.% 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
͹ͷ


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.
¾ Driver’s 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.
¾ The problems from the vehicles are losing of breakers, the tire detachment, the
internal failure of the vehicle, etc.
¾ 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.

͹͸


 4.3.2: Over all Traffic Accidents in Oromia Regions

In the figure 4.27 it is seen that the accidents had got maximum percentage share of the
accident in 1997, 1996, 1995, 1999 and 2000. The percentage share of the accidents 11% is
due to so many factors reason out throughout the paper. Total death occurred since 1990 to
2000 was 7780.Heavy injuries in this periods was 11906 and the light injuries was expected
to be 10632. The total cost of property damage during the eleven years estimated by the
statistical department to be 259,255,452 birr.
In the following figure we see that the Oromia traffic status of 11 years
2000, 9.83% 1990, 7.23%
1991, 6.35%

1999, 11.92%
1992, 7.12%

1993, 6.94%

1998, 11.63%
1994, 7.22%

1996, 11.04% 1995, 9.49%

1997, 11.25%

Figure 4.27: The status of accidents over 11 years in Oromia regions

4.3.3 The Total Vehicle Numbers Damaged on the Accident Events

The number of the vehicles collide during accident event is increasing from time to time
leaving some impact on the individual owner or the country as a whole. The vehicles
injured during the accidents commitment over the four years shown in the above table
increasing from years to years. The maximum injuries had been registered in 200E.C rated
as 40.83% of the total damages. Secondly the damage of the accident was in 1997 rated as
24.44%. The rate of accident in the remaining years was only 17.50% for each year. There
was no reason found in information obtained during survey and organization of the data.

Table 4.5 Damaged numbers of vehicles

Years Heavy Slight Total % share
injury injury
1997 49 39 88 24.44%
1998 42 21 63 17.50%
1999 48 14 62 17.22%
2000 84 63 147 40.83%
Total 360 100.00%

͹͹


 4.3.4. Lack of Road Traffic Accident Management System

During the field survey for this study the problem identified those may the possible
cause for the road traffic accident in the Oromia regions were some of the following main
aspect in the management system.
Punishment: the system of punishing the drivers once he/she committed accident is
weak. The punishment is either evaluated in monetary value or if it is said strong
punishment, taking the driver into the prison. After some time the one who punished will
released and his license would be given to him without thorough training. These types of
punishment may expand road traffic accident unless strong decision should be made by
taking away the driving license once the driver committees second time accident on
anything according to the conditions of the accidents. In my opinion punishment is not a
method to reduce the accident but finding ways of the accident solving method after getting
the possible cause of the accidents.
Data Retrieval System: most of the police offices were not equipped with
computerized data handling system and possibly with inconvenient data handling for the
research paper when it is need. The data are organized in manual and hard copy forms that
the researcher cannot give brief study result and method that is very necessary for the
reduction of roads traffic accident. In some police offices most of the files were lost when
they are asked to give the necessary information by the legal researchers to analyses the
condition of the accidents. The data employed even not well organized and

͹ͺ


 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

Stopping improperly
Causes of injuries

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

Figure 4.28: The reasons for the drivers to cause accidents

Set in proper file hard copy. Such data unavailability causes the researchers not to
evaluate all things thoroughly and solve the problem of the country.
Educational background: most of the traffic polices and officers are very poor in
educational back ground. The degree level almost non and the diploma, certificate,
secondary high school complete, junior school complete , first cycle complete and read and
͹ͻ


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
country’s 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.

Table 4.6: The Estimated cost of the property damage

Years Estimated cost of property damage in ETB % share
1997 1,712,900 14.14%
1998 3,687,700 30.44%
1999 3,666,600 30.27%
2000 3,047,650 25.16%
total 12,114,850 100.00%

Table 4.7 Fatality, serious injury, slight injury and property damage
Conditions Death Serious Slight Property Total
Total 241 137 100 264 742
Percent 32.48% 18.46 13.48 35.58 100%

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
ͺͲ


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 Social/ economic
nt’s environment
Pre- Poor vision Failed brakes, Narrow shoulders, ill- Culture norms
crash Or reaction missing lights, timed signals, permitting
time, lack of warning Bad black spots, speeding, red
Alcohol, systems zigzag roads, dusty, light running,
crash Failuredi to Malfunctioning dd designed
Poorly i l guardd i l i of vehicle
Lack h
wear seat seatbelts, poorly rails, poor bridges design regulation
belt engineered bags design
Post- High Poorly designed Poor emergency Lack of support
crash susceptibilit fuel tanks communication for traffic controls
y alcohol system 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 Wound
68% 32%

Figure 4.29 Animal /cattle/ injured during the accident events

Fig 4.29 shows that the numbers of animals injured on the rural roads are 68% under
the fatality and 32% of the cattle are under wound. Death of animals are high than wound
because the drivers driving very fast but the animals cannot leave the roads room for
vehicle once they enter the line. The possible care was needed from the drivers while
driving in the rural routes areas.

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 4.5 Summery of the Findings

Most of the accidents found in the survey study were caused by the drivers; road users
and the vehicles problem are summarized as follows.
I. The qualitative summary: The data are not properly gathered by the traffic police
and not prepared as it is complete for the research analysis conveniences. These problems
were due to the problem of un-computerization of the system in the organization. The other
big problem studied was the traffic polices educational back ground is poor. The degree
level and above is not expected. Therefore it puts its problem to handle data easily and
systematically. The other it is difficult for them to understand the marks used on the road
sides and since they are written in English and the problem of radar reading techniques
arises. In general traffic safety management problems and data management problems are
seen.

II. Quantitative data summery

A. The highest traffic intensity and Accidents location: Akaki - Modjo the accident
and traffic intensity is the highest as they are the proximity to the capital and export-import
routes also path through these roads (see the details on fig 3.42 in chapter three).
B. Comparison of accident rate from 1997-2000 E.C: Accident rate is increasing
from 1997 to 2000 E.C. the accident registered in 1997 was 23.67% , in 1198 was 25.46%,
in 1999 was 20.55% and in 2000 it was about 30.37% in which comparatively the highest
on the study site.
C. Traffic accidents hourly: The traffic accident occurs during the day time is more
than 70% and during the night time it is about 30% only. The peak hours of the day have
maximum traffic accident contribution than others. The accidents rate measured during the
day time of 2:00-4:00, 6:00- 8:00, and 9:00-12:00 and during night time 1:00-3:00 hours
contributes in total percentage share of 76%. These indicate when to take strict control over
the drivers and road users by the traffic police (see detail analysis is give on the fig 4.4 and
Appendix I, on Table A-1).
D. The age of the drivers who caused accidents: 67.20% accidents were caused by
age group of 18-50 years. The highest vehicle accident was registered in age group of 18-30
years causing accidents of 36.42% (see detail analysis in the fig 4.5 and Appendix I,
TableA-3).
E. The drivers Genders
The commonly accidents committing gender is male. Male drivers cause accident of
99.17% in the route and while those of females only 0.83% which is insignificant. Among
these people the private and self-vehicles owners cause maximum accident on these routes.

ͺʹ


 F. Types of the Vehicle cause maximum accident: Heavy load truck capacity of 11-
40 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 Pedestrians and passengers
1 Vehicle drivers 11.10% are more exposure to risk
sharing 89% of the accidents.
2 Pedestrians 35.25%
54% of the accident lay its
3 Passengers 53.66% arm on Passengers
Total% share 100.00%

H. Place where the accidents occurred: Most of the accidents registered on no

asphalted roads, in villages around factories, school, markets, prayers, residence areas and
office area (see details analysis on Fig 4.14 and Appendix I, Table A-12).
I. Types of the roads on which accident happened: Highest accident occurs on roads
joining rural i.e. when the vehicles just take the rural roads and at the entrance of towns
from the rural roads at same speed they have before sharing 47% of the total accidents. The
other rest occur on towns, gravels and on province joining roads (See detail analysis on fig
4.13 and Appendix I, Table A-11).
J. Type of the roads: 58% of the accidents occurred on straight –plain and straight-
slightly sloped roads (See detail analysis on fig 4.16 and Appendix I, Table A-14).
K. The roads layers: Most of accidents occur on the asphalt roads. 65% of the
accident registered on asphalt and gorge asphalt areas (See detail analysis on fig 4.18 and
Appendix I, Table A-16).
L. Condition of the roads: 40% of the accidents occur on day light.25% of accidents
occur at sun set and rise and 55.90% of the total accident was occurring on the roads on dry
conditions (See detail analysis on fig 4.21 and Appendix I, Table A-19).
M. The weather condition: During good whether condition the accident reached 38%
on these ways (See detail analysis on fig 4.19 and Appendix I, Table A-20.1).
N. Pedestrian’s motion: Most of pedestrians injured when they attempt to cross where
there is no pedestrian crossing zebra. These indicted that more training for pedestrians
should be given about the roads crossing and use methods (See detail analysis on fig 4.26
and Appendix I, Table A-20.2).
O. The main cause for traffic accidents
Driving drinking alcoholic drinks, chewing chat, taking other drugs are the most
common on these ways. The in turn leads the driver to be brave and speed up over the
ͺ͵


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.

Table 4.10: summery of problems types

Problems of drivers 55%
Problems of pedestrians 35%
Problems of Vehicles 5%
Road problems 1%
Others 4%
Table 4.11: Cost of the accident
Years Estimated cost of % share
property damage Property damage and life injuries
bring economic degradation and halts
in ETB development.
1997 1,712,900 14.14%
Here the cost of the traffic accident
1998 3,687,700 30.44% over four years was estimated
12,114,850 ETB of properties
199 3,666,600 30.27% damage on the study routes only In
2000 3,047,650 25.16% 2000E.C cost shows reduction in the
route
Total 12,114,850 100.00%

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

ͺͶ


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
¾ denial of pedestrians priority
¾ neglecting the speed limits
¾ heavy loads truck carrying the people improperly
¾ 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.

ͺͷ


 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 accident’s 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
ͺ͸


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.

ͺ͹


 ‡…Šƒ‹•‘ˆ”ƒˆˆ‹…ƒˆ‡–›

Policy of the
Administration
ƒƒ‰‡‡– Duty of the Traffic
Information System of the Traffic Safety
Technical Administrative Management

Analyses of the Traffic

Accidents
Person
Vehicle
Traffic M
Road Management
Traffic
Safety Environmental Management
Safety
Technical
Manageme
ƒƒ‰‡ Application of the Advanced
Traffic Safety Pre-warning

Road Safety Facilities

M
Vehicle Safety Facilities
Traffic
Driver, Pedestrian and Disabled
Safety
Person Safety
Facilities
Training Facilities of Traffic Safety
Management
Figure 5.1: The Structured System of Traffic Safety Management

C. Traffic Safety Facility Management: The traffic safety facilities management

includes road safety facilities management, the vehicle safety facilities management, the
driver safety facilities management, the pedestrian safety facilities management, disabled
person's safety facilities management, traffic safety training facilities management and
rescue facilities management. According to analyses situation of increasing accidents in
road appearing our country some city, it is not because insufficient road area, in fact it
could not utilize traffic facilities effectively. It includes some of road safety facilities
management, vehicle safety facilities management, driver, pedestrian and disabled person
safety facilities management and training facilities of traffic safety management.
This management principle of traffic safety should be applied by the responsible bodies
if the target of the country is to reduce the traffic road accidents and safe life in order to
secure the productive society life.

ͺͺ


 5.3 Long- Term Strategies

This strategy is the method of planning to reduce the accidents severity by studying the
target areas and implementing reducing mechanisms proposed by the study gradually over a
longer period of time in the future.

5.3.1 Managing Exposure to Risk

Perhaps the least used of all road safety intervention strategies are those that aim to
reduce managing exposure to risk through transport and land-use policies. While further
research is required to fully explore intervention strategies, it is known that exposure to
road injury risk can be decreased by strategies that include: Reducing the volume of motor
vehicle traffic by means of better land use; providing efficient networks where the shortest
or quickest routes coincide with the safest routes; Encouraging people to switch from
higher risk to lower-risk modes of transport; Placing restrictions on motor vehicle users, on
vehicles, or on the road infrastructure.
The impact of strategies aimed at influencing mobility and access tends to be
cumulative and mutually reinforcing, and such strategies can most effectively be
implemented in combinations.

5.3.2 Reduce the Occurrence of Crashes

The following techniques are very important to reduce crash occurrences.

1. Provide an environment conducive to safety.
2. Design or improve roads to separate road users going at different speeds and in different
directions.
3. Improve the visibility of roads, road signs, vehicles, and road users during both day and
night.
4. . Visibility should be a priority when roads are designed and on existing roads,
shrubbery and other obstacles that obscure views should be removed and prohibited.
5. Good lighting, highly visible colors and reflective surfaces on signs as well as highly
visible clothing and reflectors on pedestrians and cyclists also improve visibility.
6. Pass and enforce laws that set maximum blood alcohol content levels for drivers. This
can reduce the occurrence of crashes that result in death by as much as 40%.
7. Control speed with traffic calming road design such as roundabouts and enforce speed
limits consistently, using devices such as speed cameras. As a car’s speed increases
from 50km/h to 80km/h, it becomes eight times more likely to become involved in a
crash that kills a pedestrian. Decreasing speed by 1 % can reduce the occurrence of
crashes by 2% to 3%. Traffic calming measures are very effective at reducing the
incidence of road crashes in urban areas.
ͺͻ


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:
¾ drunken driving,
¾ driving without license,
¾ speeding,
¾ violation of traffic signals,
¾ intrusion on median strip,
¾ 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 2001—figures 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.

ͻͲ


 5.3.5 Introducing Traffic Safety Education to School System

Of all the proposed strategies to ensure a reasonable degree of safety on the highways,
the introduction of driver and traffic safety education into the school system is the most
potent driver and traffic. Safety Education is a life-centered education and that aspect of
general education which should be provided at the secondary and tertiary levels of
education to help students and other individuals learn to use motor vehicles safely and
efficiently. Driver and traffic safety education should be offered at the primary and
secondary school levels in Ethiopian schools. Instructions are given in the Classroom and
during road practice. The primary school children cannot drive but constitute members of
the traffic system. They should be made aware of their traffic environment. The level of
driver education offered at the primary school level should whet (sharpen) the learner’s
appetite for its pursuit (chase) at the secondary school level. Driver and traffic safety
education should, also, be offered in post-secondary institutions to train driver educators (6,
11, and 22). Ethiopian citizens should also 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.
1. Education for the pedestrians: Education for pedestrians should be given how to
use roads in every walk of life. The road users, pedestrians should learn the roads rule and
laws to escape from the road accidents. The following points should be given for the road
users, pedestrians how to use roads properly in our country.
¾ They should learn to move on pedestrian roads and aware to cross the roads at
pedestrians crossing roads while they are crossing roads
¾ They should look left and right before crossing roads at any points and educated
¾ Teach not to cross roads behind vehicle and motivate to tell police when accident
occur
¾ Education for the Police: The police have to be educated and trained to identify the
places where the most sever accidents occur, the type of the vehicles cause accident.
Training and educating the traffic polices is the most effective way to reduce the
traffic accidents on the roads since they are the most recent to the situation
occurrences.
Education and training of traffic polices are very essential to:
• Identify the places where more accidents occur
• To use properly the equipment’s 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

ͻͳ


 • 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:
¾ To make them aware of how to use roads
¾ To train how much the vehicles accident severity
¾ 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:
¾ To know where and when to cross the roads
¾ To identify the accident severity that reaches on their cattle and them selves
¾ 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:
¾ To reduce the crash of life and to create awareness to drivers
¾ 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
¾ To indicate the traffic accident economic degradation and failures
¾ 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
ͻʹ


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
driver’s 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.
¾ In good health condition (not impaired, handicap, blind, sick over long period)
¾ Maturity of age either he/she is enough to drive vehicle or not
¾ 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
ͻ͵


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:
¾ Test their drivers for alcohol and drug use as a condition of employment, and
¾ Require periodic random tests of the drivers while they are on duty and after an
accident involving a fatality.
¾ The governments of Ethiopia should pay more attention to the maintenance of their
highways and roads for safe use of the motorists.
¾ 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.
¾ Ethiopians, especially the youth need this type of education to enable them operate
safely over 75 million registered (passenger and commercial) vehicles on the
ͻͶ


 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

ͻͷ


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:
¾ To prevent road use that does not match the functions for which the road was
designed;
¾ 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;
¾ 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 100–120 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
ͻ͸


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 victim’s 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.

5.3.9 Trains Encouragements

The train of Ethiopia from Addis Ababa to Djibouti is the main transportation system
which can reduce the traffic accidents and carry a mass of people to transport from place to
place. But the surprising thing is that the train is not giving services in our country few
years later. The carrying ability of train in so many trailers is the maximum. Ethiopian train
had stopped its actual transportation service since 1887 E.C. The reason of it to stop its
normal service performance was due to the roads unsafe and different rebellions attack on
the journey. The other problem of train not to give service in Ethiopia is that the
infrastructure, the road, is not maintained and laid. Government should take harsh measure
and reset the principle of working of trains along the new roads with high motorized trains.
The trains once set they minimize the accidents occur on these routes by giving better
service with current technological train introductions. It should be a short term strategy for
the government to solve the problem of road traffic accidents in our country.

5.4. Short- Term Strategies

5.4.1 Providing Shorter and Safer Routes

Shorter and safer routes play a big role in minimizing speed of drivers. In an efficient
road network, exposure to crash risk can be minimized by ensuring that trips are short and
routes direct, and that the quickest routes are also the safest routes. Route management
techniques can achieve these objectives by decreasing travel times on desired routes,
increasing travel times on undesired routes, and re-directing traffic (14). There is thus a
strong incentive to find the easiest and most direct route. Studies have, in fact, shown that
pedestrians and cyclists place a higher value on journey time than do drivers or those using
ͻ͹


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 1.4–1.8% reduction in the incidence of crashes (7, 23, and 24). Measures
that may reduce the distance traveled include:
¾ Making greater use of electronic means of communications as a substitute for delivering
communications by road;
¾ Encouraging more people to work from home, using e-mail to communicate with their
workplace;
¾ Better management of commuter transport, and of transport to and from schools and
colleges;
¾ Better management of tourist transport and prohibits (bans) on freight transport.
¾ Reducing the trip of the roads from longer distance to 100km for the minibus, taxis, etc
and restrictions on vehicle parking and road use
¾ 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

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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:
¾ 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);
¾ better coordination between different modes of travel (including the
coordination of schedules and the harmonization of tariff schemes); secure
shelters for bicycles;
¾ allowing bicycles to be carried on board trains, ferries and buses;
¾ “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
ͻͻ


transportation – cycling and walking can play an important part in low-income and middle-
income 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 country’s 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 speed-
reducing 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

ͳͲͲ


 C. Using Speed measuring Tools

1. Electronic timing apparatus: it enables speed to be measured over very short

distance. The method of operation is to total on decade counters the number of pulses
received from crystal oscillator’s during the passage of the vehicles front wheel across two
pneumatic road tubes.
2. Radar speed meter and optical instruments: it transmits high frequency
electromagnetic waves in a narrow beam toward a selected vehicle; and the reflected waves
altered in length depending on the vehicles speed, are returned to a receiving unit calibrated
to directly record the spot speed. The radar in our country is only three and even they are
not working well. Therefore the government should introduce new radars which could help
us to control the speed of the vehicles in the limit range. When the radar introduced into the
country the radar must have the spare parts and the person who properly operate it should
be there.
3. Expansion of Monitoring Camera System: Expanding traffic monitoring camera
to check for speeding in areas where crash risk is high. For example to measure the effect
of expanded use of monitoring cameras in Korea, the number of crashes and fatalities at
these high-risk spots were compared before and after the installation of monitoring cameras
over a period of 12 months. The effect was that that the traffic accident had reduced by
60% at radius of 1 km from the police. It is possible that the effects of monitoring cameras
will disappear once drivers fully adjust to avoiding violation charges, and the initial effect
of reducing crashes and fatalities will lessen with time (13, 16). These experiences also help
us to reduce car accidents. By using monitoring camera system even though it is expensive.
Long term planning could be made to introduce these methods of controlling mechanism.
4. Time lapse photography, video and pen recorders: employees a camera to record
a moving by selecting it over the distance it moved in a short period of time.
The following rule should be put to restrict speed of the vehicles.
¾ A speed limit sign (30 km/hr) should be placed where town begins, before 100-150
meters.
¾ Speedometer should be checked either it is working properly or not
¾ Radar should be used on the ways by highly educated police traffic to control the
drivers speed and identifying the speedy drivers to give a piece of advice,
punishment as necessary as necessary.
¾ Training should be given to the drivers regarding the speed of the vehicles
¾ 1-2 sets of rumble stripes should be furnished before entering the town to notify
reckless drivers.
¾ Road side parking should be prohibited and provide off-road packing for heavy
trucks.

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 ¾ Zebra crossings for pedestrian should be marked in 50-70 meters interval.
¾ 1-2 sets of rumble stripes should be furnished before zebra crossing.
¾ Strict traffic police enforcements should be required during day light time because
more than 64.93% of the recorded accidents occurred during this period. Special
attention should be given on Wednesday and Saturday in controlling traffic.
¾ For problem of lane discipline, improper overtaking and the like, re-painting of the
road should be given much attention.

5.4.7. Government Involvements

1. Law Enforcement on Road Traffic Conditions: Government should be strict in the

side of traffic controlling mechanism for licensing, education, etc by enforcing some rules
that control the drivers and pedestrians.
2. Setting and Enforcing Speed Limits: Setting road speed limits is closely associated
with road function and road design, as already mentioned. Physical measures related to the
road and the vehicle, as well as law enforcement by the police, all contribute to ensuring
compliance with maximum posted speed limits and to the choice of an appropriate speed
for the existing conditions.
A. Speed enforcement on rural roads: A meta-analysis of speed enforcement on rural
roads, either by means of radar or instruments which measure mean vehicle speed between
two fixed points or by stationary speed enforcement – where uniformed police officers and
police cars attend vehicle stopping points – found that the two strategies combined reduced
fatal crashes by 14% and injury crashes by 6%. Stationary speed enforcement alone
reduced fatal and injury crashes by 6% (10, 22). The speed enforcement on the rural routes
reduces the accidents of our country especially on the study route as the speed of any
vehicle is too high.
B. Speed cameras: Automatic speed enforcement, such as by means of speed cameras,
is now employed in many countries. Experience from a range of high-income countries
indicates that speed cameras that record photographic evidence of a speeding offence, that
is admissible in a law court, are a highly effective means of speed enforcement .The well-
publicized use of such equipment in places where speed limits are not generally obeyed and
where the consequent risk of a crash is high has led to substantial reductions in crashes
(22). In our country since the speed cameras are very important as we have so many places
where the speed limits are not generally absorbed and to take measure on the accident
committers.
3. Setting and Enforcing Alcohol Impairment Laws: Despite the progress made in
many countries in curbing drink-driving, alcohol is still a significant and widespread factor
in road crashes. The scientific literature and national road safety programmers agree that a
package of effective measures is necessary to reduce alcohol-related crashes and injuries.
ͳͲʹ


 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:
¾ stopping obviously impaired drivers; stopping drivers at roadblocks or sobriety
checkpoints and testing only those suspected of alcohol impairment;
¾ Stopping drivers at random and testing all who are stopped
¾ 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.
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 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 prevention’s 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.

ͳͲͶ


 Daytime running lights for cars
The term, “daytime running lights” refers to the use of lights (whether multipurpose or
specially designed) on the front of a vehicle while it is running during daylight hours, so as
to increase its visibility. Some countries – including Austria, Canada, Hungary, the Nordic
countries and some states in the United States – now require by law varying levels of use of
daytime running lights (22). This may involve either drivers switching on their headlamps
or the fitting of switches or special lamps on vehicles. Two meta-analyses of the effects of
daytime running lights on cars show that the measure contributes substantially to reducing
road crashes. The first study, which examined daytime crashes involving more than one
party, found a reduction in the number of crashes of around 13% with the use of daytime
lights, and reduction of between 8% and 15% as a result of introducing mandatory laws on
daytime use (22). The number of pedestrians and cyclists hit by cars was reduced by 15%
and 10%, respectively. The second study found a reduction of slightly over 12% in daytime
crashes involving more than one party, a 20% decrease in injured victims and a 25%
reduction in deaths in such crashes (30). If we use the daytime running light we could also
reduce the accidents rate.
II. Muddy, dusty and wet roads: During these conditions are highly seen the
government should take part in these conditions to control the problem of the drivers. If the
roads are getting worn out and become the reason for the dust formation, mud formation,
the government should take harsh measurement to reduce the most occurring accidents rate
all over the routes. These controlling mechanisms of the roads from problems will result in
safer and minimized accidents on the roads due to traffic accidents.

5.5 Traffic Management and Control

Traffic management arose from the need to maximize the capacity of existing roadway
networks with in finite budget and, therefore, with a minimum of new construction.
Methods, which may be seen as a quick fix, require innovative solution and new
technical developments. Introduction of signal - controlled pedestrian crossing not only
improved the safety of pedestrians on busy road but improved the traffic capacity of road
by not allowing pedestrians to demonstrate the crossing point.
1. Demand Management: The traffic demand and congestion increased, drivers
found alternative route. Route safety was compromised as drivers travel at high speed to
maximize the benefit of diverting from their normal route. In most countries the daily
traffic flow profile is similar.
As delays increase, drivers realized that there is a spare capacity at other hours to arrive
at and depart from their places of work before and after the peaks. The effect of this is that
the peaks last for longer and is known as peak spreading.

ͳͲͷ


 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

ͳͲ͸


 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 Create Check

awareness on vehicle
& construct
road users status
pedestrian and
vehicle roads
separately

Pedestrians
Passenger Drivers

Educate Set
Penalty
rule Education & ‹‹– Base Control
set training ƒ‰‡ experience license

Limit
speed

Create Awareness

Control Drivers

Minimize
Accident
rate

Source: The Author of the thesis

Figure 5.2: Preventive strategy of accident severity

The separate and alternative roads construction for pedestrians and vehicles is also one of
the problem solving and accident management principles.
The other essential way of managing road accidents is creating awareness on road users
such as pedestrians, passengers, and drivers. Educating pedestrians to aware, which types of

ͳͲ͹


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 driver’s 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:
¾ Government and legislative bodies such as transport, public, health, education,
justice and finance
¾ Industries
¾ NGO’s special interest groups
¾ Police and media incorporating with users or citizens
¾ 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. Summary of the Counter Measures and Strategies

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:
¾ Managing Exposure to Risk
¾ Reduce the Occurrence of Crashes
¾ Strengthened Control of Seven Risky Driving Behaviors
¾ Financial Reward System for Traffic Violation Evidence
¾ Introducing Traffic Safety Education to School System
¾ Making Drivers’ to identify things properly
ͳͲͺ


 ¾ Constructing Alternative Routes for Vehicle Types
¾ Putting a Break in the Middle of the Roads
¾ Safety-Awareness in Planning Road Networks
¾ Trains Encouragements
Short term strategies used in this unit are:
¾ Providing Shorter and Safer Routes
¾ Trip Reduction Measures
¾ Minimizing Exposure to High-Risk Restricting Access to Road Network
¾ Giving Priority in the Road network to Higher Occupancy Vehicles
¾ Knowing Safer Modes of Transportation
¾ Using Speed reduction techniques
¾ Government Involvements
¾ Insurance and Medical Enforcement by Government
¾ Environmental Condition Control
Reducing risk exposures, education to all the road users, government law enforcements,
individual responsibilities, and the drivers speed reduction and minimization are considered
as the vital role player to reduce the alarming accident situation of the study site and in
general the country, Ethiopia. The party who are responsible for the reduction of the
accidents were suggested and discussed in the discussion.
Generally the short and long term strategies counter measures are basic to overcome the
alarming road traffic accident which is predicted to be the third in the world when
compared with other life killer diseases.

ͳͲͻ


 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 driver’s 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

ͳͳͲ


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.
¾ Lack of employers to give the method how to passé accident preventing
¾ Loading people on material loaders car
¾ Loading over the capacity in people transportation bus
¾ Traffic police and material limitation
¾ Lack of modern data or information gathering system
¾ Roads design and construction lack of safety consideration
¾ Lack of traffic signal distribution and care for them
¾ Lack of awareness of the community to control traffic accidents
¾ Passengers lack on traffic accidents and way of using roads
¾ Police traffic awareness on following up the accident condition after happened
than before it had happened

ͳͳͳ


 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.
¾ Prohibition of on road side parking
¾ Introduction of high speed train
¾ Shorter possible routes usage to traffic channelization
¾ Increasing the roads number by classifying into heavy loads truck way and
small vehicle ways
¾ Set educational training for the people in school level about traffic accident
to create to all levels awareness’
¾ Furnish appropriate sign and marking
¾ Strict traffic police enforcement and speed control to use radar meter
¾ Road user information and campaign
¾ Providing pedestrian side walk
¾ Limiting driving time for professional drivers and
¾ Use of computerized data management for future research
¾ 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

ͳͳʹ


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

ͳͳ͵


BIBLOGRAPHY
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Daytime Running Lights”. Leidschendam, Institute for Road Safety Research,
(SWOV Report R-97-36).

ͳͳͶ


 16. Pachaivannan Partheeban1, Elangovan Arunbabu2, Ranganathan Rani
Hemamalini3, 2000, “Road Accident Cost Prediction Model Using Systems
Dynamics, Approach”, St. Peter’s Engineering College, Chennai, India,
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pp. 2062 - 2074, 2005
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,Volume 1
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Country Report on Road Safety” in Cambodia by H.E Ung Chun Hour Director
General of Transport and Secretary General of NTSC (22 June, 2007)
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1. (http:// www.nhtsa.dot.gov/people/outreach/traftech/
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10. http://www.voanews.com/english/archive/2006-03/2006-03-02-voa20.cfm
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Ethiopian%20Economists%20Association%205th%20confedernce.htm
12. http://www.safecarguide.com/exp/statistics/statistics.htm
13. http://www.dft.gov.uk/pgr/statistics/datatablespublications/vehicles/carsmmrisk/
ͳͳͷ


 APPENDIX I: Tables of Accidents Statistics and Numbers
Table A 1: Daily traffic accidents occurred
Day Amount % share
Monday 277 13.4%
Tues day 366 17.7%
Wednesday 248 12.0%
Thursday 304 14.7%
Friday 266 12.9%
Saturday 310 15.0%
Sunday 296 14.3%
Total 2170 100.0%
Table A- 2: Hourly occurrence of Accidents
Day time in hours Amount % Share R.No Night time in Am %
hours ount share
1-2 53 2.44 1 1-2 169 7.7
2-3 198 9.12 2 2-3 157 7.2
3-4 157 7.24 3 3-4 154 7.1
4-5 110 5.07 4 4-5 68 3.1
5-6 188 8.66 5 5-6 55 2.5
6-7 102 4.70 6 6-7 67 3.0
7-8 127 5.85 7 7-8 8 0.3
8-9 129 5.94 8 8-9 12 0.5
9-10 175 8.06 9 9-10 68 3.1
10-11 177 8.16 10 10-11 74 3.4
11-12 168 7.74 11 11-12 80 3.6
12-1 179 8.25 12 12-1 87 4.0
Table A- 3: The age of the drivers who caused accidents
Age 199 % 199 % 199 % 200 % Tot Total
of 7 share 8 share 9 share 0 share al %
drivers share
in years
Les 21 5.12% 67 13.43 61 11.82 118 15.84% 267 11.55
than 18 % % %
18- 185 45.12% 174 34.87 156 30.23 264 35.44% 779 36.42
30 % % %
31- 141 34.39% 167 33.47 152 29.46 187 25.10% 647 30.60
50 % % %
Above 48 11.71% 51 10.22 87 16.86 95 12.75% 281 12.88
51 % % %
unknow 21 5.12% 40 8.02% 60 11.63 61 8.19% 182 8.24%
n %
total 410 100.00 499 100.0 516 100.0 745 100.00 217 100.00
% 0 0 % 0

ͳͳ͸


 Table A- 4: The drivers Genders
Drivers 199 % shae 199 % share 199 % share 200 % share Tota Total %
gender 7 8 9 0 l share
Male 405 98.78% 495 99.20% 513 99.42% 739 99.19% 2152 99.17%
Female 5 1.22% 4 0.80% 3 0.58% 6 0.81% 18 0.83%
Unknow - 0.00% - 0.00% - 0.00% - 0.00% - -
n
Total 410 100.00 499 100.00 516 100.00 745 100.00 2170 100.00
% % % % %
Table A- 5: The educational back ground of the drivers who caused he accidents
The 1997 % 1998 % 1999 % 2000 % Total Total
educational share share share share %
status share
Illiterate 2 0.49% 4 0.80% 3 0.58% 2 0.27% 11 0.53%
Basic 43 10.49% 45 9.02% 81 15.70% 80 10.74% 249 12.05%
education
1st cycle 86 20.98% 120 24.05% 150 29.07% 180 24.16% 536 25.93%
level
2nd junior 129 31.46% 121 24.25% 132 25.58% 195 26.17% 577 27.91%
level
2ndry high 76 18.54% 151 30.26% 81 15.70% 156 20.94% 464 22.45%
school
Above 2nd 60 14.63% 52 10.42% 64 12.40% 122 16.38% 298 14.42%
high
school
unknown 12 2.93% 4 0.80% 3 0.58% 5 0.67% 24 1.16%
Table A- 6: The drivers and the vehicles relationship
Relationship between driver & vehicle Total Total %
The owner of the vehicle 660 30.41%
Employee 1327 61.15%
Others 168 7.74%
Unknown 15 0.69%
Table A-7: The drivers’ experiences
Drivers 1997 % 1998 % 1999 % 2000 % Total Total
experiences share share share share %
share
Have no 5 1.22% 31 6.21% 32 6.20% 58 7.79% 126 5.81%
license
Less than 1 8 1.95% 34 6.81% 42 8.14% 95 12.75% 179 8.25%
year
1-2 years 130 31.71% 83 16.63% 58 11.24% 87 11.68% 358 16.50%
2-5 years 97 23.66% 97 19.44% 151 29.26% 133 17.85% 478 22.03%
5-10 years 153 37.32% 132 26.45% 137 26.55% 165 22.15% 587 27.05%
Greater 10 2.44% 92 18.44% 67 12.98% 145 19.46% 314 14.47%
than 10
years
Unknown 7 1.71% 30 6.01% 29 5.62% 62 8.32% 128 5.90%

ͳͳ͹


 Table A-7.1 the drivers’ license level whom caused the accidents
Driver’s 1997 % 1998 % 1999 % 2000 % Total Total
license share share share share %
level share
1st 12 2.93% 24 4.81% 43 8.33% 52 6.98% 131 6.04%
2nd 88 21.46% 48 9.62% 50 9.69% 82 11.01% 268 12.35%
3rd 158 38.54% 54 10.82% 145 28.10% 238 31.95% 595 27.42%
4th 102 24.88% 94 18.84% 98 18.99% 110 14.77% 404 18.62%
5th 12 2.93% 192 38.48% 65 12.60% 105 14.09% 374 17.24%
Special 16 3.90% 24 4.81% 39 7.56% 51 6.85% 130 5.99%
certified
no 12 2.93% 27 5.41% 38 7.36% 56 7.52% 133 6.13%
license
Unknown 10 2.44% 36 7.21% 38 7.36% 51 6.85% 135 6.22%
Table A- 8: The service life of the vehicles
Service 1997 % 1998 % 1999 % 2000 % Total Total
life in share share share share %
years share
Less than 47 11.46% 37 7.41% 53 10.27% 79 10.60% 216 9.95%
1-2 56 13.66% 40 8.02% 59 11.43% 79 10.60% 234 10.78%
2-5 118 28.78% 113 22.65% 118 22.87% 198 26.58% 547 25.21%
5-10 87 21.22% 165 33.07% 134 25.97% 183 24.56% 569 26.22%
Above 10 79 19.27% 110 22.04% 99 19.19% 131 17.58% 419 19.31%
Unknown 23 5.61% 34 6.81% 53 10.27% 75 10.07% 185 8.53%
Table A- 9: Types of the vehicle caused injuries
Types of 1997 % 1998 % 1999 % 2000 % Total Total
the share share share share %
Vehicles share
Bicycle - - 6 1.16% 13 2.52% 23 3.09% 42 1.94%
Motor 5 1.00% 17 3.41% 15 2.91% 22 2.95% 59 2.72%
bicycle
Bus 13 2.61% 20 4.01% 37 7.17% 72 9.66% 142 6.54%
Station 56 13.66% 53 10.62% 47 9.11% 36 4.83% 192 8.85%
Wagon
Pickup of 57 13.90% 39 7.82% 40 7.75% 70 9.40% 206 9.49%
10
quintal
Heavy 93 22.68% 74 14.83% 53 10.27% 95 12.75% 315 14.52%
truck of
11-40
load
Heavy 73 17.80% 91 18.24% 58 11.24% 66 8.86% 288 13.27%
truck of
41-100
Heavy 25 6.10% 29 5.81% 28 5.43% 50 6.71% 132 6.08%
truck
with
trailers
Tanker 7 1.71% 21 4.21% 22 4.26% 23 3.09% 73 3.36%

ͳͳͺ


Taxis 5 1.22% 11 2.20% 18 3.49% 23 3.09% 57 2.63%
Bus of sit 9 2.20% 45 9.02% 47 9.11% 23 3.09% 124 5.71%
capacity
12
Bus of sit 28 6.83% 22 4.41% 28 5.43% 52 6.98% 130 5.99%
capacity
13-45
Bus of sit 13 3.17% 15 3.01% 20 3.88% 37 4.97% 85 3.92%
46 and
over
Special 6 1.46% 11 2.20% 18 3.49% 23 3.09% 58 2.67%
trucks
Special 5 1.22% 11 2.20% 20 3.88% 22 2.95% 58 2.67%
trucks
with
trailers
Cart 5 1.22% 11 2.20% 18 3.49% 34 4.56% 68 3.13%
Train 0 0.00% 0 0.00% 0 0.00% 0 0.00% 0 0.00%
Others 5 1.22% 12 2.40% 17 3.29% 25 3.36% 59 2.72%
Unknown 5 1.22% 11 2.20% 17 3.29% 49 6.58% 82 3.78%
Table A- 10: The vehicles problems
problems 1997 % 1998 % 1999 % 2000 % Total Total
of vehicles share share share share %
share
Brake 14 3.41% 29 5.81% 43 8.33% 76 10.20% 162 7.47%
problem
Freon 14 3.41% 37 7.41% 63 12.21% 55 7.38% 169 7.79%
problem
Tire 14 3.41% 45 9.02% 55 10.66% 76 10.20% 190 8.76%
Problem
Lighting 42 10.24% 38 7.62% 50 9.69% 83 11.14% 213 9.82%
problem
Other 45 10.98% 59 11.82% 59 11.43% 95 12.75% 258 11.89%
mechanical
No 187 45.61% 291 58.32% 181 35.08% 225 30.20% 884 40.74%
problem
Unknown 94 22.93% 57 11.42% 65 12.60% 135 18.12% 351 16.18%
Table A-11: The road in which accidents happened
Roads 1997 % 1998 % 1999 % 2000 % Total Total %
type share share share share share
Joining 241 58.78% 223 44.69% 275 53.29% 281 37.72% 1020 47.00%
Rural
Joining 59 14.39% 80 16.03% 75 14.53% 140 18.79% 354 16.31%
provinces
Gravel 62 15.12% 105 21.04% 91 17.64% 146 19.60% 404 18.62%
road
Town road 48 11.71% 91 18.24% 75 14.53% 178 23.89% 392 18.06%

ͳͳͻ


Table A-12 Place where the accidents occurred
Place & 199 % share 199 % share 199 % 200 % Tota %
Areas 7 8 9 share 0 share l share
Not 59 14.39% 132 26.45% 90 18.04 127 24.61 408 18.80
asphalted % % %
No 98 23.90% 33 6.61% 99 19.84 132 25.58 362 16.68
concrete % % %
road
village
Around 38 9.27% 60 12.02% 30 6.01% 62 12.02 190 8.76%
school %
Factory 41 10.00% 70 14.03% 53 10.62 68 13.18 232 10.69
% % %
Prayers 27 6.59% 80 16.03% 32 6.41% 35 6.78% 174 8.02%
area
Market 44 10.73% 32 6.41% 31 6.21% 79 15.31 186 8.57%
area %
Recreation 23 5.61% 20 4.01% 40 8.02% 46 8.91% 129 5.94%
al area
Hospital 15 3.66% 20 4.01% 30 6.01% 40 7.75% 105 4.84%
area
Office area 34 8.29% 28 5.61% 56 11.22 57 11.05 175 8.06%
% %
residence 31 7.56% 24 4.81% 45 9.02% 84 16.28 184 8.48%
area %
Others - #VALUE - #VALUE 10 2.00% 15 2.91% 25 1.15%
! !
Table A- 13: The roads branching design system
The 1997 % 1998 % 1999 % 2000 % Total Total
roads share share share share %
design share
One 163 39.76% 156 31.26% 127 24.61% 164 22.01% 610 28.11%
way
Two 143 34.88% 179 35.87% 161 31.20% 172 23.09% 655 30.18%
ways
Island 20 4.88% 40 8.02% 54 10.47% 80 10.74% 194 8.94%
isolated
Not 35 8.54% 74 14.83% 51 9.88% 186 24.97% 346 15.94%
divided
by
colored
symbol
Divided 49 11.95% 50 10.02% 123 23.84% 143 19.19% 365 16.82%
by the
colored
symbol

ͳʹͲ


Table A- 14: The position of the roads
Roads 1997 % 1998 % 1999 % 2000 % Total Total %
type share share share share share
Straight 202 49.27% 238 47.70% 193 37.40% 291 39.06% 924 42.58%
and plain
Straight 59 14.39% 117 23.45% 45 8.72% 113 15.17% 334 15.39%
and
slightly
slopped
Straight 32 7.80% 23 4.61% 46 8.91% 45 6.04% 146 6.73%
and
steeper
Straight 16 3.90% 25 5.01% 50 9.69% 81 10.87% 172 7.93%
and ups
and down
Slightly 30 7.32% 22 4.41% 35 6.78% 48 6.44% 135 6.22%
zigzag
Strongly 15 3.66% 20 4.01% 33 6.40% 72 9.66% 140 6.45%
zigzag
Hilly 45 10.98% 24 4.81% 48 9.30% 48 6.44% 165 7.60%
Slope 11 2.68% 30 6.01% 33 6.40% 47 6.31% 121 5.58%
down
Others 20 4.88% 14 2.81% 33 6.40% 53 7.11% 120 5.53%
Table A-15: The roads joining or meeting
Roads 199 % share 199 % share 199 % share 200 % Tota Total %
junction 7 8 9 0 share l share
s type
No 212 51.71% 257 51.50% 205 39.73% 302 40.54 976 44.98%
joining %
Y- 37 9.02% 36 7.21% 46 8.91% 125 16.78 244 11.24%
shape %
T-shape 35 8.54% 44 8.82% 58 11.24% 92 12.35 229 10.55%
%
O- 22 5.37% 21 4.21% 38 7.36% 67 8.99% 148 6.82%
circular
island
t-shaped 54 13.17% 45 9.02% 44 8.53% 57 7.65% 200 9.22%
X- 25 6.10% 40 8.02% 38 7.36% 52 6.98% 155 7.14%
shaped
Crossing 13 3.17% 25 5.01% 38 7.36% 50 6.71% 126 5.81%
rail way
others 12 2.93% 31 6.21% 49 9.50% 57 7.65% 149 6.87%
total 410 100.00 499 100.00 516 100.00 745 2170 100.00
% % % %

ͳʹͳ


Table A-16: The road’s layers types
Road’s 1997 % 1998 % 1999 % 2000 % Total Total %
layers share share share share share
type
Good 162 39.51% 273 54.71% 187 36.24% 371 49.80% 993 45.76%
asphalt
Gorge 62 15.12% 60 12.02% 151 29.26% 161 21.61% 434 20.00%
asphalted
gravel 82 20.00% 116 23.25% 93 18.02% 111 14.90% 402 18.53%
Dusty 104 25.37% 50 10.02% 85 16.47% 102 13.69% 341 15.71%
Table A- 17: The road’s conditions
Road’s 199 % share 199 % share 199 % share 200 % share Tota Total %
condition 7 8 9 0 l share
s
Dry 251 61.22% 295 59.12% 259 50.19% 408 54.77% 121 55.90%
3
Moist 71 17.32% 65 13.03% 92 17.83% 117 15.70% 345 15.90%
Muddy 43 10.49% 74 14.83% 83 16.09% 112 15.03% 312 14.38%
Others 45 10.98% 65 13.03% 82 15.89% 108 14.50% 300 13.82%
Total 410 100.00 499 100.00 516 100.00 745 100.00 217 100.00
% % % % 0 %
Table A-18: The type of accident committed
Types of 1997 % 1998 % 1999 % 2000 % Total Total
collision share share share share %
share
Face to 45 10.98% 54 10.82% 51 9.88% 122 16.38% 272 12.53%
face
collision
Face to tail 61 14.88% 52 10.42% 41 7.95% 72 9.66% 226 10.41%
collision
Face to 50 12.20% 39 7.82% 44 8.53% 55 7.38% 188 8.66%
side
collision
Side by 21 5.12% 25 5.01% 58 11.24% 83 11.14% 187 8.62%
side
collision
Turning 50 12.20% 75 15.03% 55 10.66% 107 14.36% 287 13.23%
over
Collision 85 20.73% 87 17.43% 83 16.09% 55 7.38% 310 14.29%
of
pedestrians
Animals 31 7.56% 39 7.82% 34 6.59% 69 9.26% 173 7.97%
collision
Falling 17 4.15% 23 4.61% 26 5.04% 53 7.11% 119 5.48%
from
vehicle
Collision 17 4.15% 40 8.02% 48 9.30% 34 4.56% 139 6.41%
of standing
vehicle
Abstract 16 3.90% 16 3.21% 30 5.81% 33 4.43% 95 4.38%
ͳʹʹ


thing
collision
Collision - 0.00% 0 0.00% 0 0.00% 0 0.00% 0 0.00%
with train
Others 9 2.20% 25 5.01% 23 4.46% 31 4.16% 88 4.06%
Unknown 8 1.95% 24 4.81% 23 4.46% 31 4.16% 86 3.96%
Table A-19: The light conditions
The light 199 % share 199 % share 199 % share 200 % share Tota Total %
condition 7 8 9 0 l share
s
Day light 176 42.93% 232 46.49% 209 40.50% 251 33.69% 868 40.00%
At the 63 15.37% 67 13.43% 66 12.79% 113 15.17% 309 14.24%
sun set
At the 48 11.71% 51 10.22% 56 10.85% 77 10.34% 232 10.69%
sun rise
At night 34 8.29% 38 7.62% 44 8.53% 115 15.44% 231 10.65%
with
good
road
sides
light
At night 23 5.61% 32 6.41% 49 9.50% 69 9.26% 173 7.97%
with
weak
road
sides
light
Dark or 41 10.00% 42 8.42% 51 9.88% 63 8.46% 197 9.08%
no road
sides
light
available
Others 25 6.10% 37 7.41% 41 7.95% 57 7.65% 160 7.37%
Total 410 100.00 499 100.00 516 100.00 745 100.00 217 100.00
% % % % 0 %
Table A-20; The activity of the pedestrian
Table A- 20.1: The weather condition
Weather 1997 % 1998 % 1999 % 2000 % Total Total %
conditions share share share share share
Good 196 47.80% 230 46.09% 147 28.49% 255 34.23% 828 38.16%
weather
condition
Cloudy 22 5.37% 20 4.01% 30 5.81% 67 8.99% 139 6.41%
weather
Cloud 29 7.07% 20 4.01% 33 6.40% 48 6.44% 130 5.99%
Rainy 24 5.85% 27 5.41% 47 9.11% 50 6.71% 148 6.82%
Heavy rain 18 4.39% 30 6.01% 58 11.24% 49 6.58% 155 7.14%
Heavy 13 3.17% 35 7.01% 30 5.81% 51 6.85% 129 5.94%
wind
Dust 22 5.37% 45 9.02% 31 6.01% 92 12.35% 190 8.76%
ͳʹ͵


Hot 52 12.68% 44 8.82% 40 7.75% 53 7.11% 189 8.71%
Cold 19 4.63% 28 5.61% 67 12.98% 40 5.37% 154 7.10%
Others 15 3.66% 20 4.01% 33 6.40% 40 5.37% 108 4.98%
Table A-20.2: The motion of the pedestrian
pedestrian 1997 % 1998 % 1999 % 2000 % Total Total %
motion share share share share share
Where there 5 1.22% 11 2.20% 16 3.1% 21 2.82% 53 2.44%
is traffic
light
crossing
roads
When 10 2.44% 13 2.61% 56 10.9% 121 16.24% 200 9.22%
crossing at
no traffic
light cross
roads
Crossing at 37 9.02% 129 25.85% 48 9.3% 79 10.60% 293 13.50%
cross roads
Crossing at 5 1.22% 11 2.20% 30 5.8% 21 2.82% 67 3.09%
pedestrian
crossing
roads
Crossing at 136 33.17% 135 27.05% 73 14.1% 87 11.68% 431 19.86%
where no
pedestrian
crossing
zebra
Crossing 54 13.17% 11 2.20% 84 16.3% 55 7.38% 204 9.40%
hiding
himself at
the vehicle
crossing
While 5 1.22% 11 2.20% 16 3.1% 71 9.53% 103 4.75%
pedestrian
road is
there,
moving on
the vehicle
roads
Moving on 38 9.27% 11 2.20% 32 6.2% 9 1.21% 90 4.15%
pedestrian
roads
Moving on 40 9.76% 11 2.20% 16 3.1% 33 4.43% 100 4.61%
right & no
pedestrian
roads
Moving on 16 3.90% 53 10.62% 22 4.3% 33 4.43% 124 5.71%
the left &no
pedestrian
roads
Moving 19 4.63% 11 2.20% 18 3.5% 21 2.82% 69 3.18%
ͳʹͶ


inside the
vehicle
roads
Pushing 5 1.22% 11 2.20% 16 3.1% 21 2.82% 53 2.44%
vehicle or
working
Playing in 5 1.22% 11 2.20% 16 3.1% 21 2.82% 53 2.44%
the vehicle
roads
Playing in 6 1.46% 11 2.20% 16 3.1% 37 4.97% 70 3.23%
the vehicle
roads
Stopping in 9 2.20% 11 2.20% 10 1.9% 31 4.16% 61 2.81%
the vehicle
roads
Sitting or 5 1.22% 0.00% 5 1.0% 21 2.82% 31 1.43%
sleeping in
the vehicle
roads
Out side the 5 1.22% 11 2.20% 6 1.2% 21 2.82% 43 1.98%
vehicle or
pedestrian
roads
Others 5 1.22% 25 5.01% 20 3.9% 21 2.82% 71 3.27%
Unknown 5 1.22% 12 2.40% 16 3.1% 21 2.82% 54 2.49%
Table A-21: The reasons for the drivers to cause accidents
Cause of 1997 % 1998 % 1999 % 2000 % Total Total
accidents share share share share %
share
Driving 3 0.73% 7 1.40% 10 1.94% 13 1.74% 33 1.52%
drinking
Driving 3 0.73% 7 1.40% 10 1.94% 13 1.74% 33 1.52%
taking drugs
Driving 15 3.66% 121 24.25% 17 3.29% 45 6.04% 198 9.12%
leaving his
right
Neglecting 71 17. 63 12.63% 32 6.20% 58 7.79% 224 10.32%
not to give 32%
opportunity
to vehicle
Neglecting 98 23.90% 48 9.62% 41 7.95% 58 7.79% 245 11.29%
the pedestrian
Following 26 6.34% 23 4.61% 49 9.50% 67 8.99% 165 7.60%
near to the
vehicle
Trying to 3 0.73% 7 1.40% 10 1.94% 13 1.74% 33 1.52%
ͳʹͷ


over at hill
Trying to 10 2.44% 7 1.40% 10 1.94% 54 7.25% 81 3.73%
over at zigzag
way
After passed 11 2.68% 7 1.40% 37 7.17% 27 3.62% 82 3.78%
over suddenly
turn and enter
Speeding out 35 8.54% 29 5.81% 42 8.14% 49 6.58% 155 7.14%
of limit
Unnecessary 39 9.51% 14 2.81% 10 1.94% 31 4.16% 94 4.33%
passing over
Unnecessary 11 2.68% 8 1.60% 10 1.94% 23 3.09% 52 2.40%
turning
Violating 3 0.73% 7 1.40% 10 1.94% 13 1.74% 33 1.52%
traffic police
order
Violating 3 0.73% 7 1.40% 10 1.94% 13 1.74% 33 1.52%
traffic light
Violating ‘ 3 0.73% 7 1.40% 20 3.88% 19 2.55% 49 2.26%
stop” mark
Avoiding the 17 4.15% 7 1.40% 10 1.94% 13 1.74% 47 2.17%
rule say give
priority
Starting from 3 0.73% 9 1.80% 10 1.94% 21 2.82% 43 1.98%
its stop
improperly
Stopping 6 1.46% 8 1.60% 10 1.94% 23 3.09% 47 2.17%
improperly
By weakness 3 0.73% 7 1.40% 22 4.26% 13 1.74% 45 2.07%
or sleeping
Thinking 9 2.20% 7 1.40% 17 3.29% 13 1.74% 46 2.12%
Improperly 3 0.73% 7 1.40% 16 3.10% 13 1.74% 39 1.80%
accelerating
Unnecessary 7 1.71% 7 1.40% 10 1.94% 13 1.74% 37 1.71%
loading
Breakers 3 0.73% 11 2.20% 10 1.94% 13 1.74% 37 1.71%
problem
Tire 4 0.98% 7 1.40% 15 2.91% 13 1.74% 39 1.80%
detachments
Bursting of 4 0.98% 10 2.00% 11 2.13% 29 3.89% 54 2.49%
tire
ͳʹ͸


The Freon 4 0.98% 7 1.40% 12 2.33% 13 1.74% 36 1.66%
problem
The problem 3 0.73% 7 1.40% 10 1.94% 13 1.74% 33 1.52%
of roads
The problem 3 0.73% 8 1.60% 14 2.71% 13 1.74% 38 1.75%
of pedestrian
Others 3 0.73% 8 1.60% 26 5.04% 13 1.74% 50 2.30%
Unknown 4 0.9 2 5.4 5 0. 3 4. 6 3.1
8% 7 1% 97% 3 43% 9 8%
Table A- 22: The accidents cause yearly
years Total injuries % share
1990 2033 7.23%
1991 1785 6.35%
1992 2004 7.12%
1993 1951 6.94%
1994 2032 7.22%
1995 2670 9.49%
1996 3105 11.04%
1997 3164 11.25%
1998 3272 11.63%
1999 3352 11.92%
2000 2764 9.83%
28132 100.
Total 00%
Table A-22: Traffic intensity from Akaki to Bishoftu
No, Truck
Year Car L/Rover S/Bus L/Bus S/Truck M/Truck H/Truck & Total
Trailer
1 1998 593 727 426 430 542 474 463 574 4229
2 1999 721 1086 858 705 729 756 852 890 6597
3 2000 721 1086 858 705 729 756 852 890 6597
4 2001 792 1134 518 519 421 667 998 666 5715
5 2002 979 1349 714 643 547 1067 1283 930 7512
6 2003 1310 1733 991 770 498 1374 1339 987 9002
7 2004 1418 1849 1122 791 485 1531 1413 1156 9765
8 2005 1384 1709 1338 1149 1081 1847 1665 1737 11910
9 2006 1223 1464 1592 995 1367 1480 1344 1340 10805
10 2007 1964 2262 2159 1511 964 2184 1644 2583 15271
Table A-23: Gelan daiyly traffic accident of 2000 E.C
Days of Monday Tuesday Wednesday Thurs Friday Saturday Sunday Total
the week day
Accident 4 4 5 5 4 2 3 27
Number
% share 14.81% 14.81% 18.52% 18.52% 14.81% 7.41% 11.11% 100.00%

ͳʹ͹


Table A-24: Traffic Intensity from Debre Zeit – Mojdo
Truck
No, Year Car L/Rover S/Bus L/Bus S/Truck M/Truck H/Truck & Total
Trailer
1 1998 420 640 523 253 355 358 413 465 3427
2 1999 368 673 550 343 292 598 546 713 4083
3 2000 544 712 759 581 771 723 707 771 5568
4 2001 440 663 531 474 601 729 787 711 4936
5 2002 919 1269 1120 949 1067 1401 1501 1419 9645
6 2003 701 1193 827 679 881 981 970 1098 7330
7 2004 629 1165 715 538 720 829 837 824 6257
8 2005 762 1203 859 544 433 1120 881 1178 6980
9 2006 769 1218 1061 815 699 1162 1306 1355 8385
10 2007 1251 1599 1587 1141 1160 1748 1791 1905 12182
Table A-25: Bishoftu road traffic accidents data indication
Years Death Serious body injuries Slight body injuries Property Damaged Total
1997 18 19 11 29 77
1998 15 14 13 41 83
1999 17 12 4 34 67
2000 18 24 10 47 99
Total 68 69 38 151 326
Table A-26: Traffic intensity from MOJO – SHASHEMENE
Year Car L/Rover S/Bus L/Bus S/Truck M/Truck H/Truck Truck & Total
Trailer
1998 46 223 233 128 185 122 218 106 1261
1999 22 196 236 215 115 138 189 97 1208
2000 31 232 182 102 92 153 222 142 1156
2001 57 275 224 104 135 178 242 151 1366
2002 75 250 233 125 192 249 203 138 1465
2003 74 283 237 121 211 216 245 141 1528
2004 100 364 291 155 357 234 187 172 1860
2005 103 298 321 140 299 265 176 166 1768
2006 131 324 328 186 247 365 231 189 2001
2007 131 352 381 200 333 346 272 228 2243
TABLE A-27: Traffic data from Modjo to Bulbula
Years Death
Heavy body Slight body Property Total %share
injuries injuries Damaged
1996 68 28 11 64 171 20.21%
1997 80 30 5 62 177 20.92%
1998 65 36 4 45 150 17.73%
1999 51 26 10 65 152 17.97%
2000 73 17 23 83 196 23.17%
total 337 137 53 319 846 100.00%
%share 39.83% 16.19% 6.26% 37.71% 100% 100.00%

ͳʹͺ


Table A-28: Accidents occurred on meki
Years Death Heavy body injuries Slight body injuries Property Damaged Total
1997 5 5 1 0 11
1998 6 2 5 9 22
1999 10 5 0 9 24
2000 11 6 7 12 36
Total 32 18 13 30 93
Table A-29: Traffic intensity from SHASHEMENE – AWASA
Year Car
L/Rover S/Bus L/Bus S/Truck M/Truck H/Truck Truck & Total
Trailer
1998 51 357 280 116 131 80 171 35 1221
1999 29 254 262 139 144 110 169 39 1146
2000 27 281 249 98 134 92 158 54 1093
2001 38 314 265 101 121 142 223 70 1274
2002 59 318 305 92 149 126 157 44 1250
2003 73 373 306 92 193 94 143 40 1314
2004 74 238 267 100 161 278 125 57 1300
2005 92 333 350 152 295 227 144 67 1660
2006 120 305 321 173 252 297 122 57 1647
2007 192 411 444 172 470 285 144 92 2210
Table A-30: Accidents from Arsi Negele to Tukur Wuha (200-2001E.C)
Years Death Heavy body injuries Slight body injuries Property Damaged Total
2001 24 34 20 47 125
2000 25 11 21 18 75
Total 49 45 41 65 200
Table A-31: Daily accidents from Arsinegele to Tukurwuha
Day of the The injuries % share
weeks amount
Monday 21 16.80%
Tuesday 18 14.40%
Wednesday 13 10.40%
Thursday 23 18.40%
Friday 10 8%
Saturday 20 16%
Sunday 20 16%
Total 125 100%
Table A-32: Comparison of Traffic Intensity from Akaki to Hawassa
Years Akaki to Debreziet to Modjo to Shashamene to Total
Debreziet Modjo Shashamene Hawassa
1998 4229 3427 1261 1221 10138
1999 6597 4083 1208 1146 13034
2000 6597 5568 1156 1093 14414
2001 5715 4936 1366 1274 13291
2002 7512 9645 1465 1250 19872
2003 9002 7330 1528 1314 19174
2004 9765 6257 1860 1300 19182
2005 11910 6980 1768 1660 22318
2006 10805 8385 2001 1647 22838
ͳʹͻ


2007 15271 12182 2243 2210 31906
Table A.33 Modjo traffic status of 2000 E.C
Type of accidents Death Heavy injury Light injury Property damage Total

Amount of accident 21 9 8 18 56
Percentage share 37.50% 16.07% 14.29% 32.14% 100.00%
Table A-34 Place and Region with their distances
R.No 1 2 3 4 5 6 7 8
Region Oromia Oromi Oromi Oromi Oromia Oromia Oromia S/Natio
a a a n
Zone, Debrezie Modjo Alem Ziway Addamitul Arsinegel Shashamen Hawass
Distanc 47 70 111 161 167 231 250 270
e from
A.A
(Km)
Table A- 35. Traffic and roads accidents severity

Aver Accident severity

age

Dista traffic Hea Sim Prope

nce vy ple rty
R. Name of the roads in intens dea inju injur dama unkno tot
No sectors Kms ity th ry y ge wn al %
49 22.
1 Dukem-D/ziet 10 7512 130 144 43 178 3 8 21
32 14.
2 D/Ziet- Mojdo 23 6861 86 60 22 154 0 2 36
38 17.
3 Modjo- Zuway 67 1975 122 80 36 131 17 6 22
18 8.3
4 Zuway- Bulbula 50 1465 70 39 22 57 0 8 9
Bulbulla- Shashamene 33 14.
5 (Tukurwuha) 66 1442 97 92 41 86 16 2 81
13 6.1
6 Hawassa- Dilla 87 629 33 43 31 14 17 8 6
18 8.4
7 Shashamene- Dilla 130 630 27 101 17 39 5 9 3
18 8.4
8 Sodo Arbaminch 122 285 67 31 53 29 9 9 3
22
Total 632 590 265 688 67 42 100
28. 26.3 11.8 10
% 19 2 1 30.69 2.99 0

ͳ͵Ͳ


 Table A- 36: places separated in their traffic intensity and accidents registered
The accident severity
The roads Average
R. division Distance traffic Heavy Light Property unkn
No name in km intensity death injury injury damage own total %
Dukem- 22.
1 Debreziet 10 7512 130 144 43 178 3 498 21
D/Ziet 14.
2 Modjo 23 6861 86 60 22 154 0 322 36
Modjo- 17.
3 Zuway 67 1975 122 80 36 131 17 386 22
Zuway- 8.3
4 Bulbula 50 1465 70 39 22 57 0 188 9
Bulbulla
–
Shashame
ne
(Tukurwu 14.
5 ha) 66 1442 97 92 41 86 16 332 81
total 632 590 265 688 67 2242 100
28.1
% 9 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 District Asphalt Gravel Rural road Rail road Total
kms kms KMs kms
1 Ada’a and Liben 29 63 0 28 120
2 Adama 49 26 0 28 103
3 Adami Tullu 39 40 11 0 90
4 Akaki 14 0 0 14 28
5 Boset 50 82 0 33 165
6 Dugida Bora 55 23 60 0 138
7 Fantalle 41 43 0 62 146
8 Gumbichuu 0 17 0 0 17
9 Lume 47 35 0 25 107
Total 324 329 71 190 914
Source: East Shewa zone Socio-Economic profile, 2006
Table A-38: World wide road traffic fatalities and injuries- 1998
Poor Nations Numbers of Fatalities Poor Nations Numbers of Injuries
African 170,118 African 6,116,559
Americans 125,959 Americans 4,,410,736
China 178,894 China 5,384,909
Eastern Mediterranean 70,677 Eastern Mediterranean 2,533,771
Europe 106,757 Europe 3,213,104
India 216,859 India 7,203,864
South-East Asia 118,608 South-East Asia 3,997,631
Western Pacific 41,165 Western Pacific 1,432,531
Wealthy Nation Wealthy Nations
Eastern Mediterranean 923 Eastern Mediterranean 29,979
Europe 66,099 Europe 2,082,321
ͳ͵ͳ


 North American 49,304 North American 1,670,374
Western Pacific 25,330 Western Pacific 772,838
Combined total 1,170,694 Combined total 38,848,625
Source: World Health Organization [WHO] Reports of 1998
TableA-39: Distribution of estimated road deaths, motor vehicles and population
Region Fataliti Motor Populati
es Vehicles on
Sub-Saharan Africa 10% 4% 10%
Developed World 14% 60% 15%
Asia/Pacific 44% 16% 54%

Disease or Injury
Rank 1998 Rank 2020
1 Lower respiratory infection 1 Ischemic heart disease
2 HIV/AIDS 2 Univocal Major
depression
3 Prenatal condition 3 Road traffics
4 Diarrhea diseases 4 Cerebra vascular
disease
5 Univocal Major depression 5 Chronic obstructive
pulmonary
6 Ischemic heart disease 6 Lower respiratory
infections
7 Cerebra vascular disease 7 Tuberculosis
8 Malaria 8 War
9 Road traffics 9 Diarrhea diseases
10 Chronic obstructive pulmonary 10 HIV/AIDS
disease
Central & Eastern Europe 12% 6% 7%
Latin America/Caribbean 13% 14% 8%
Middle East/North Africa 7% 2% 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 Total
Pedestrian Cyclist/cart Motorcar School Authorities
drivers drivers children (police)
1 Gelan to 40 35 40 30 15 160
Bishoftu
2 Bishoftu to 50 30 31 27 20 158
Mojdo
3 Modjo to 25 27 20 35 13 120
Arsinegele
4 Arsinegele to 26 15 23 41 11 116
Tukur Wuha
Total 141 107 114 118 74 554

ͳ͵ʹ


Appendix II: Factors that Result in Accident

ͳ͵͵


 Appendix III: Figures drawn from Numerical Value data
Traffic intensity on Gelan to Bishoftu

sity
18000
16000

ten
14000

fficin
12000 Traffic
10000 intensity on
toftra 8000 Gelan to
6000 Bishoftu
n

4000
mou

2000
A

0
98

00

02

04

06
19

20

20

20

20
Ye a r

Fig A-1: Traffic intensity from Gelan to Bishoftu

14000 total number of vehicle
12000

10000
vehicle intensity

total
8000 number of
vehicle
6000

4000

2000

0
98

99

00

01

02

03

04

05

06

07
19

19

20

20

20

20

20

20

20

20

Years

Fig A-2: Traffic intensity from Bishoftu to Mojjo

Traffic intensity from Mojjo to Shashamene
rs

2500
ume
b

2000
fficn

Traffic
nt

1500
u

intensity from
etra

m o

Mojjo to
1000
a
fth

Shashamene
eo

500
alu

0
V

98

00

02

04

06
19

20

20

20

20

Ye a rs

Fig A-3: Traffic intensity from Mojjo to shashamene

Traffic intensity from Mojjo to Shashamene
bers

2500
Valueof thetrafficnum

2000
Traffic
ount

1500
intensity from
am

Mojjo to
1000
Shashamene
500

0
98

00

02

04

06
19

20

20

20

20

Ye ars

Fig A-4: Traffic intensity level from Mojjo to Shashamene

ͳ͵Ͷ


 Traffic intensity from shashamene to Hawassa

2500

number of the traffic

2000

intensity
1500 Traffic intensity
from shashamene
1000 to Hawassa
500
098

00

02

04

06
19

20

20

20

20
years

Fig A-5: Traffic intensity from shashamene to Hawassa

Years

35.00%
2000, 30.37%
30.00%
1998, 25.46%
1997, 23.62%
25.00%
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
196
200 171 177
150 152
150
Yearly Accident Data
comparisons
100

50

0
1996 1997 1998 1999 2000

Fig A-7: Yearly accidents occur in these routes

Accidents rate from Arsinegele to Tukurwuha

70
60 65
50 49
45
40 41
30
20
10
0
Accidents rate from
Death Arsinegele to Tukurwuha
Heavy
Slight
body Property
body
injuries Damaged
injuries

Fig A-8: Accident severity on road Arsinegel to Tukurwuha

ͳ͵ͷ


 Comparison of the traffic intensity

Number of traffic intensity

100000 87403
80000 68793

60000

40000
15856 14115
20000

0
Akaki to Debreziet to Modjo to Shashamene to
Debreziet Modjo Shashamene Hawassa
Routes of the study

Fig A-9: Over all traffic intensity from A.A to Hawassa

ͳ͵͸


 Appendix IV: The figures of collision type of vehicles

Fig B-2: Head on collision of

vehicles Fig B-3: A victim man in a car
accident with his bicycle

Fig B-4: Multi-Collision of truck with taxi Fig B-5: Turning over of a truck

Fig B-6: Complex traffic intensity on vehicles roads with cattle

ͳ͵͹


Fig B- 7: The turning over of ISUZU with relation to over speed Vehicle in
Kumbursa bermuda

Fig B-8 Vehicle crashed thrown on gravel road

Fig B- 9-Animals exposed to Accidents and killed

ͳ͵ͺ


 Fig B-10 Vehicles and Animals on the main roads

Fig B-11 Turn over due to over speeding

Fig B-12 Collision regarding the speed of the vehicle at Ude

ͳ͵ͻ


Fig B-13 Zigzag type that is obscured from eye sight

Fig B-14 Carts with vehicle roads

Fig B-15 Over loading Beyond Capacity

ͳͶͲ


 Fig B-16 Passengers are loaded on lorry/truck vehicle

Fig B-17 Passengers are on loading on trucks/lorry vehicle

Fig B-18 Signs of the roads obscured by plant on Awassa to Dela route

ͳͶͳ


Station wagons pick up capacity 10 Quintal Heavy load Truck

ISUZU Bus people transportation minibus

Fig B-19: Common vehicles responsible for the commitment of accidents on Gelan
to Hawassa routes

ͳͶʹ


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