Challenges and Prospects of Traffic Management

Practices of Addis Ababa City Administration

A Thesis Submitted to the School of Graduate Studies of Addis Ababa

University in Partial Fulfillment of the Requirements for the
Degree of Masters of Art degree in Public Management and Policy
(Development Management) in the Department of Public Administration and
Development Management


By:HagereYilma

Advisor:Chakradhar Dash, Prof.

Addis Ababa University

School of Graduate Studies

June2014

Addis Ababa
 Addis Ababa University
School of Graduate Studies
College of Business and Economics
Department of Public Administration and Development Management

Challenges and Prospects of Traffic Management

Practices of Addis Ababa City Administration

By:HagereYilma

Approved by Board of Examiners:

_______________________ _____________ ______________

Thesis advisor signature date
_______________________ ______________ ______________
External examiner signature date
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Internal examiner signature date
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Chairperson signature date
 Declaration
I, the undersigned, declare that this thesis is my original work and has not been presented or
submitted partially or in full by any other person for a degree in any other university, and that all
sources of materials used for the purpose of this thesis have been duly acknowledged.

Declared by: Confirmed by Advisor:

Name: Hagere Yilma Name: Chakradhar Dash, Prof.
Sign______________________ Sign_____________________
Date______________________ Date______________________
 Acknowledgements
First and foremost Glory be to God the Almighty, who gave me enormous endurance from the beginning to the
end of my task. Next to God, there are numerous people, without whom, completing this thesis would not have
been successful. First and foremost, I am grateful to the support, guidance and encouragement from my advisor,
Prof.CD.Dash. I am appreciative of the support and assistance from my families and the understanding of all of
my friends. I would like to sincerely thank officials of Addis Ababa Transport Bureau for providing me the
necessary information for the input of this thesis work especially. My deepest gratitude goes to Ato Binaim
Getachew who has been assisting and guiding me throughout the whole process of my study. Finally, to all the
people who participated in the research process, as their involvement has contributed to the success of this project,
and for that I am grateful.

May God bless you all!

 TABLEOFCONTENT
Acknowledgements................................................................................................................................I
Tableofcontent....................................................................................................................................II
Listoftables ..........................................................................................................................................V
Listoffigures.........................................................................................................................................V
Listofacronymsandabbreviations .....................................................................................................VI
Abstract.............................................................................................................................................. VII
Chapter One ...................................................................................................................................1
1.1Introduction ....................................................................................................................................1
1.2BackgroundofTheStudy ...............................................................................................................3
1.3ProblemStatement.........................................................................................................................4
1.4ResearchObjective .........................................................................................................................4
1.4.1GeneralObjectives...........................................................................................................5
1.4.2SpecificObjectives ..........................................................................................................5
1.5ResearchQuestions ........................................................................................................................5
1.6SignificanceofTheStudy ................................................................................................................5
1.7ScopeandLimitation ......................................................................................................................6
1.7.1ScopeoftheResearch .....................................................................................................6
1.7.2LimitationsoftheStudy...................................................................................................6
1.8OrganizationofthePaper...............................................................................................................7
Chapter Two...................................................................................................................................8
Literature Review .......................................................................................................................8
2.1UrbanMobilityandTransportSystem............................................................................................8
2.2RoadTrafficProblems.....................................................................................................................9
2.2.1TrafficProblemCongestion ..........................................................................................10
2.2.2TrafficProblemRoadTrafficAccidents .........................................................................11
2.2.3TrafficandTheEnvironment .........................................................................................12
2.3DefinitionandConceptofTrafficManagement...........................................................................13
2.4TrafficManagementTechniques ..................................................................................................15
2.5TheRoleofTrafficManagementonCurbingTrafficProblems .....................................................18
2.5.1TrafficManagementandSafety ....................................................................................18
2.5.2TrafficManagementandCongestion ............................................................................20
A.SupplySideManagement ........................................................................................................ 21
B.DemandSideManagementMeasures ................................................................................ 22
ii

 2.5.3TrafficManagementAndEnvironmentalProtection ....................................................24
2.6InstitutionalArrangementforTrafficManagement.....................................................................24
2.7FactorsHinderingEffectiveTrafficManagemenPractice .............................................................26
2.7.1RoadCondition ..............................................................................................................26
2.7.2EnforcementMeasureAndEnlightening.......................................................................27
2.7.3CapacityandResource...................................................................................................28
2.7.4Drivers ............................................................................................................................29
2.7.5VehiclesCondition .........................................................................................................30
2.8TrafficManagementforSustainableTransport ...........................................................................30
Chapter Three .............................................................................................................................33
Research Methodology ...........................................................................................................33
3.1Introduction ..................................................................................................................................33
3.2SelectionofTheStudyArea..........................................................................................................33
3.3TheResearchProcess....................................................................................................................34
3.3.1QualitativeMethodologies ............................................................................................34
3.4DataTypeAndSource...................................................................................................................35
3.5DataGatheringTools ....................................................................................................................35
3.6SamplingMethodAndRespondent..............................................................................................35
3.7DataAnalysis.................................................................................................................................36
Chapter Four ................................................................................................................................38
Data Presentation and Analysis........................................................................................38
4.1TrafficConditionandRoadNetworkinTheCity ..........................................................................38
4.1.1RoadNetwork ................................................................................................................38
4.1.2PatternofTrafficGrowth...............................................................................................39
4.2TrafficProbleminTheCity............................................................................................................40
4.2.1TrafficAccident ..............................................................................................................40
4.2.2CausesofTrafficAccident..............................................................................................41
4.2.3Congestion .....................................................................................................................43
4.2.4CausesofTrafficCongestion..........................................................................................44
4.2.5EnvironmentalProblem .................................................................................................45
4.2.6ParkingProblem.............................................................................................................47
4.3TrafficManagementPracticesinAddisAbabaCity......................................................................47
4.3.1MainPolicyIssueAndStrategies ...................................................................................48
4.3.2Engineering ....................................................................................................................51

iii

 4.3.3EnlightenmentProgram.................................................................................................53
4.3.4Enforcement ..................................................................................................................54
4.3.4.1TrafficEnforcementMeasuresEffectivenessOnCurbingTrafficProblem .....56
4.3.5VehiclesRoadWorthinessInspection ..........................................................................57
4.3.6PublicCommunication ...................................................................................................58
4.3.7DriversTraining,TestingandLicensing ........................................................................59
4.4InstitutionalArrangementandAgenciesInterlinkage..................................................................60
4.4.1TrafficManagementandRoadConstruction ................................................................60
4.4.2TrafficPoliceandTrafficManagementCoordination ...................................................61
4.5ChallengesinTrafficManagementPractices................................................................................63
4.5.1InternalFactorsHinderingEffectiveTrafficManagementPractice ...............................67
4.5.2ExternalfactorsHinderingEffectiveTrafficManagementPractice ................................67
4.6ProspectinTrafficManagement ..................................................................................................69
Chapter Five.................................................................................................................................72
Conclusions and Recommendations ..............................................................................72
5.1Conclusions ...................................................................................................................................72
5.2Recommendations ........................................................................................................................72
Bibliography .................................................................................................................................76
APPENDIXI: ........................................................................................................................................VIII
APPENDIXII: ........................................................................................................................................XV

iv

 LIST OF TABLES

Table4.1:Newroadconstructedformyear19982013.38
Table4.2:Numberofvehiclesoperatedinthecity.40
Table4.3:MajorCausesofTrafficAccidentinthecity42
Table4.4:numberofCongestedareainthecityandcausesofcongestion..43
Table4.5:Trafficcongestionoccurrencesintheselectedarea..43
Table4.6:Vehicleswithmorethan15yearsofoperatinglife46
Table4.7:MaintainedandErectTrafficSignsperyearinkm.51
Table4.8:Trafficlinemarkingperyearinkm51
Table4.9:MaintainedandinstalledTrafficLightperyearinNumber............52

LIST OT FIGURES
Figure3.1:MapofAddisAbabaCityShowingtheSubCities.............................................................34
Figure4.1:CityRoadCoverage ..........................................................................................................39
FigurE4.2:TrafficAccidentRegisteredFormYear20082013 ..........................................................41
Figure4.3:Majorcausesoftrafficaccidentinaddisababa ...............................................................42
Figure4.4:Applicationoftrafficrulesbyoperators...........................................................................44
Figure4.5:Majorcauseoftrafficcongestioninthecity ....................................................................44
Figure4.6:MajorConstituentsofTrafficPollution ..........................................................................46
Figure4.7:AdequacyofSigningandLaneMarkinginAddisAbabaCity ...........................................52
Figure4.8:AdequacyofTrafficLightinAddisAbabaCity .................................................................52
Figure4.9:EnforcementMeasureEffectiveness .............................................................................56
Figure4.10:TypeofTrafficRelatedInformationDisseminatedtoThePublic..................................58
Figure4.11:MethodofCommunicatingthePublic............................................................................59
Figure4.12:Methodofgatheringinformationabouttrafficproblemsinthecity ...........................61
Figure4.13:Adequacyoftheacquiredinformation ..........................................................................61
Figure4.14:Trafficpolicecontributiontowardenforcementactivities ............................................62
Figure4.15:Staffslevelofsatisfaction ...............................................................................................65
Figure4.16:StaffMotivatingFactors .................................................................................................65
Figure4.17:Staffsparticipationintrainingprogram .........................................................................66

 List of Acronyms and Abbreviations

AACG - Addis Ababa City Government

AATB - Addis Ababa Transport Bureau

ACRA - Addis Ababa City Road Authority

BRT - Bus Rapid Transit

CODATU Conference on the development and improvement of urban transport

CSA - Central Statistic Agency

ERSO - European Road Safety Observatory

ESMAP - Energy Sector Management Assistant Program

ETSC- European Transport Safety Council

GDP - Gross Domestic Product

GTZ - German Agency for Technical Cooperation

ITC - Intelligent Traffic System

LRT - Light Rail Train

MT - Motorized Transport

NMT Non-Motorized Transport

OECD - Organization for Economic Co-operation and Development

RTA - Road Traffic Accident

TPO Traffic Police Office

UN-HABITAT - United Nation Human Settlement Program

WHO - World Health Organization

vi

 Abstract

Urban transport is very crucial for the movement of goods and people which make the backbone of the
economy and sustainable development. However transport system creates some problems like accident,
congestion, environmental pollution if not properly managed. Hence, the transport system of Addis Ababa
city has shown evidence of traffic problems like accident, congestion, environmental pollution etc. that are
created due to improper driving practice of operators, lack of sufficient infrastructure, lack of regulatory
framework etc. . Thus, the main aim of this study is to assess the traffic management practice of the city and
the challenges that hinder the efficient implementation of the practice considering the existing traffic
problem observed in the city. The study also seeks to identify the prospect measures that are planned to be
undertake in the future. Both primary and secondary data sources were used to collect data. While,
questionnaire and semi-structured interviews were used for collecting primary data, internal documents
were reviewed for secondary data .Purposive sampling technique was used to select respondents from Addis
Ababa Transport Bureau and random sampling technique was used to select operators of vehicles in the
selected area of the city road as respondent. Hence qualitative methods were employed to analyze the data.
Accordingly, the study found the traffic management practice of the city is very weak and it is at rudimentary
stage. However, there are some initiations which are employed to control the existing traffic problem in the
city in terms of engineering, enlightenment and enforcement programs. Thus, those practices are not
adequately employed with respect to the magnitude of the problem the city faces like accidents, congestions,
parking etc. Therefore the study further seeks for the major problems that hinder the traffic management
practices as it is required. Hence it is found that there are various internal and external factors that hamper
the undeveloped management practice of the city. These challenges are categorized as internal and external.
Thus, not having a defined organization structure, lack of sufficient and competent manpower, lack of
operational and implementation resource, not supported by modern technology are the major internal
factors. Similarly the practice has some external factors like lack of integration among stakeholders, lack of
recognition, weak enforcement capability, and lack of integrated transport planning which distract the
efficient practice. Thus based on the findings as a recommendation the requirement for the recognition of
traffic management with innovative and responsive policies with city wide power, responsibility and staffing;
the need for taking in to account the application of full range of traffic management measure, the need to
have a framework (architecture) that describe all step needed to achieve effective traffic management are the
major recommendations forwarded by the study.

vii

 CHAPTER ONE
INTRODUCTION

1.1 INTRODUCTION
Globally, the rate of urbanization is increasing at an alarming rate with 50% of the world population
expected to live in urban areas by 2025 and more transformation is expected in developing countries
(World Bank Report, 2003). Despite some economic benefits, the rapid urban growth in these
developing countries is outstripping the capacity of most cities to provide adequate services for their
citizens (Cohen, 2004).A high urbanization rate in combination with the intense desire for car
ownership in developing countries causes a rapid growth of motorization (Gakenheimer, 1999). On
the other hand, a lack of infrastructure and weak maintenance exerts extra stress on these growing
traffic flows with congestion, pollution and a low road safety level as a result (Rust et al., 2008,
Cohen, 2004, Gakenheimer, 1999, Gwilliam, 2003).

Traffic can be defined as the movement of pedestrians and goods along a route. It is the
transportation of goods, coming and going of persons or goods by road, rail, air, etc. The need to
move from place to place along with its own luggage in making a living is a human character. Such
a movement of human beings and goods across a unit of geographical space for day to day activities
by any means (foot, animal and/or vehicles is known as Traffic (Goodall, 1987; Mayhew, 1997).
This has led to gradual shift of transportation from on-foot to animals and then to vehicle; and even
from slower vehicle of the first generation to the fastest vehicles of the 21stc generation. Talvitie
(1997) says transport in urban area is very crucial because it facilitate the movement of people and
goods which marks the backbone of economic growth and sustainable development of a country.
According to Bartone et. al. (1994), Cities are the powerhouses of economic growth for any country
i.e. around eighty percent of GDP growth in developing countries is expected to come from cities.
Thus along with rapid developments in economy, society and level of urbanization, the need for
mobility is correspondingly soaring. Therefore, it is imperative to facilitate movements through
transport development as it is very crucial in cities for the movement of goods and people and
subsequent economic development.

These days, technical progress and changes in lifestyle, including travel, cause inter alia change in
human mobility model. This was the cause of the increase in motorization and an increase in the
average number of kilometers driven per year. One of the many different effects of the
intensification of traffic was the increase in the number of road accidents
(Zbigniew&Andrzej,2012).Newman and Jeffrey (1999), highlights the negative effects of urban

traffic as it contributes to accidents, noise and air pollution as well as traffic congestion on the roads
if not properly managed. Thus, traffic management should be given importance to improve the
movements of people and goods; to ensure efficient and safe access and distribution; alleviate
traffic congestion and adverse traffic impacts arising from major land use developments. Traffic
management could be regarded as a systematic and sustained effort on directing and controlling all
traffics on our roads to make them free from negative effects of the transport system. According to
Adebisi (2004), Traffic management is considered as a means of optimizing the available road
network in accord with specified objectives as dictated by the prevailing local issues. More recently
the emphasis has moved away from simple capacity improvements to accident reduction, demand
restraint, public transport priority, environmental improvement and restoring the ability to move
around safely and freely on foot and by pedal cycle (Commission of the European Community,
2009).

However, the management of traffic situation would be difficult where there is rapid growth in
motorization with less than corresponding improvement in the road network and related facilities,
and where there is no well structural pattern of roads, planned growth and organized land-use
distribution (Kombs 1988).Hence traffic management arose from the need to maximize the capacity
of existing road networks within finite budgets and, with a minimum of new construction. To cope
with the situation, it is imperative to ensure proper use of available facilities and develop
infrastructure through optimum utilization of resources.

Nonetheless, Cities throughout the world have found themselves at the brink of massive traffic
explosion, which curtailing their ability to manage traffic. Knoflacher (2006) says there is a huge
increase in car ownership all over the world including the developing countries. Urban planners and
traffic managers need to take into consideration this rapid change in traffic so that correct measures
will be undertaken to curb the traffic problems. The situation has worsened for developing regions
due to unplanned cities, poor discipline, poor traffic law enforcement, lack of alternate traffic
means, archaic management, tighter budgets (VipinJainPolytechnicInstitute,2012). In many cities,
traffic management has not been effective due to the lack of a strong, professional traffic
management agency with adequate regulatory powers and enforcement capacity. The fragmentation
of responsibilities between agencies and lack of inter-agency co-ordination coupled with a lack of
staff and resources has frustrated the effectiveness of many traffic management schemes
(http://www.thalesgroup.com).

Moreover, one of the strategies for traffic management is consideration of pedestrians, visitors and
occupants of the city. Thus participatory approach is very crucial if traffic management programs
are to be effective. Urban areas are associated with economic activities and hence the policies of
cities tend to be political since they serve the interests of a particular group. In most cases these
policies are just imposed to the people. There is, therefore, need for stakeholder participation on
issues of traffic management for effective implementation of the policies (Fungai and Virginia,
2013).

1.2 BACKGROUND OF THE STUDY

Having a growth rate of 2.1% the population of Addis Ababa constitutes 32.27 % of the total urban
population of the country (CSA, 2010). In year 2012 the total population of Addis Ababa reaches 4
million and expected to be reaching 6million and 10million in the year 2025 and 2040 respectively
.And the city has an area of 540 km2. Thus the increase in population size coupled with the
economic growth and increase in the size of the city demands a transport service supply in line with
the increase in the mobility need of the people. Therefore compatible urban transport supply and
effective management to meet the increasing trip frequency and mobility needs of the people and
goods has become a challenge for the city. Among the challenge of the urban transport; poor access
to work place, education, health and other services due to lack of public transport service;
continuous increases in transport fair especially for low income Groups; lack of smooth traffic flow;
lack of infrastructure for None Motorized Transport (NMT) (for walking and bicycle); high rate of
traffic accidents, increasing air and noise pollution are the major ones identified by the Addis Ababa
Transport Bureau. And although transport problem are becoming critical improved traffic and
transport system development are essential for the city.

Addis Ababa road and transport bureau was established through proclamation no 15/2009 GC.
With the aim to make the city resident to be the users of modern, secured and fair public
transportation. The bureau is established with a mission to ensure the city to have modern, secured,
fast and reliable transportation services which fulfill the city residents transportation desire and
movement proportionally with fair price.
Hence in order to clearly identify the city transport challenges, to indicate clear direction and
identify measure to be taken to optimally utilize the positive experience and to take the necessary
measure to solve the complex problem in the transport sector, Addis Ababa Transport Policy is
formulated in 2011.

1.3 PROBLEM STATEMENT

Addis Ababa, the capital city of Ethiopia, is characterized by the largest share of road traffic flow
comparative to other cities in the nation. As a result, the majority of road accidents, congestion and
related traffic problems are highly concentrated in the city. Data revealed by Addis Ababa City
Administration states that from the total 46,897 passenger vehicles in Ethiopia, more than 56.1% are
found in Addis Ababa (Addis Ababa City Government, [AACG], 2010) similarly, the rate of traffic
accidents and pollution in Addis Ababa goes up together with the increase of motor vehicles and
population size. Among the many causes, road accident is identified to be the major cause of death
for economically productive portion of the population in Addis Ababa (Fanuel, 2006). On the other
hand, the daily movement of people and freights within the city is becoming more difficult and
complex. This is reflected in the increasing bumper-to-bumper traffic. Now days it seems that
traffic congestions are becoming forcefully acceptable excuses for workers being late to work in the
capital. The poor road infrastructure of the city, coupled with inadequate and inefficient transport
activities, the erratic behavior of drivers and sudden surge in the car ownership have combined to
complicate Addis Ababa traffic problems. Thus, traffic cannot flow efficiently and the overall result
is the clogging of the city metropolitan roads. Yet among the various reasons of major traffic
problems in the city the weak traffic management is identified as a major one by different scholar
studies in the area (Fanuel,2006, Getu,2007,Ajay and Fanny ,2008 ).

Different scholars on the area studied the traffic problem nature causes and its impact in the city.
Bitew (2002) studied the causes, temporal and spatial variations and consequences of taxi traffic
accident, Tessema et al (2005) focused on developing adaptive regression trees to build a decision
support system to handle road traffic accident analysis. Fanuel (2006) on his part tried to identify
major causes of traffic crashes, concluding that there is growing problems of road accidents, and
forwarded traffic simulation model for network selection. While Tewolde (2007) tried to identify
variable that most cause road accidents, UNECA (2009) analyzes the trends, causes and
characteristics of accidents. As could be seen from the above examples, almost all of them are
concentrated on assessing usual causes, consequences and spatial and temporal characteristics as
well as application of some models. However, none of these were devoted to assess and identify the
traffic handling mechanism and arrangement practiced to curb the traffic problem in the city.
Globally however different kinds of traffic management measures have been practiced and
researched showing their potential in dealing with congestion, accident and other traffic related

problems. However, the traffic background in Addis Ababa is very different from other cities of the
world; the traffic problems as well as the practice to manage it thus are not likely to be the same.

This study, therefore, intends to fill the identified gap, by reviewing the practices of traffic
management in the city so as to find out the challenges and prospects faced by the concerned bureau
in its efforts to reduce road traffic problems and to evaluate the constraints encountered on
implementing and execution of the traffic management practice.

1.4 RESEARCH OBJECTIVES

1.4.1 General objective

The main objective of the study is to examine the general Traffic Management practices of Addis
Ababa with particular reference on the efforts to reduce road traffic problems and the challenges
encountered on implementing and execution process.

1.4.2 Specific objectives are:

1. To review the existing road and traffic condition of Addis Ababa,
2. To evaluate the existing traffic management arrangements being practiced in the city,
3. To identify the factors that hinder the efficient and effective management of traffic in the city;
and
4. To identify the prospect of traffic management practice of the city.

1.5 RESEARCH QUESTIONS

1. What is the existing road and traffic condition in the city?

2. What are the major traffic problems in the city?
3. What traffic management measures and alternatives are employed to alleviate the road
traffic problems in the city?
4. What are the major challenges that hamper the traffic management operational activities in
the city?
5. What policy direction and program are considered to sustain city short, medium and long
term transport and traffic management plan?

1.6 SIGNIFICANCE OF THE STUDY

Success in traffic management directly influences the efficiency of the transportation network, the
economic competitiveness of a city, and the quality of life for the communities. Hence, the goal of
this research is to provide an updated and comprehensive scan of current practices in traffic

management operations for institutions concerned with road traffic management and municipal
authorities. The study will also help to improve the quality of decision-making in urban road
transport management planning, to determine the need for road improvements, vehicle inspections
and to initiate programs for educational purposes. Even though the study is carried out for academic
purposes and it is confined to a single city, it could be helpful to have a deeper knowledge about the
complexity of traffic management practiced in the city.

Furthermore, the findings obtained from the study will be helpful to gain information and
knowledge about the patterns of road traffic in the city, which in turn, could help to develop
countermeasures that could reduce the related traffic problem in the city.

In addition, the result of the study is expected to generate important findings that can help as useful
input for further research to refine the conceptual and methodology of the present study.

1.7 SCOPE AND LIMITATION

1.7.1 Scope of the Research
The study conducted in particular context of the Addis Ababa city and focused only on the citys
traffic management practice. Further the study focuses on traffic management for land transport by
giving special emphasis on road transport model i.e. vehicles by excluding the management of
traffic in the aviation and water board sectors.

Traffic management broadly comprises the operational, technical, administrative, and engineering
measures which contribute towards the smooth flow of traffic in the city. In this study therefore, the
operational, technical and administrative measures will be addressed while engineering aspect will
not be studied in depth.

1.7.2 Limitations of the Study

The most constraints of this study include:
Difficulty in gaining access to relevant information that pertains to the study.

Failure on the part of respondents to complete the questionnaires that administered to them.

Illiteracy and ignorance on the part of the respondents was another factor that hindered
progress of the study.
A time constraint was also a limiting factor.
Despite all these limitations the study states the findings by remaining unbiased.

1.8 ORGANIZATION OF THE PAPER

The study is divided in to five chapters. The first chapter covers background of the study, statement
of the problem, objective, significance, scope and limitation of the study. Literatures by referring to
various relevant books, publications and other related literatures concerning traffic management
practices were reviewed in the second chapter. The third chapter covers the methodology and
method used in the study. In the fourth chapter, data gathered through questionnaires, interviews
and other literatures are presented and analyzed and finally based on the finding the conclusions and
recommendations has forwarded in fifth chapter. A list of references follows chapter five.

 CHAPTER TWO
LITERATURE REVIEW
The purpose of this chapter is to give a general theoretical framework about the topic; it also aims to
present general facts of previous findings, ambiguity and arguments about the concept that has been
researched.

2.1 URBAN MOBILITY AND TRANSPORT SYSTEM

Mobility is a precondition for the social and economic development of society. It is an important
factor in our lives, whether that is on the way to school, work or to the shops, or whether it concerns
the delivery of goods. For all these activities, we travel in different ways by foot, bike or car, or
bus. GTZ (2009) states that mobility is a basic condition for participating in working life, for
engaging in social, cultural and political activities, and for availing educational opportunities.
Mobility flows are a key dynamic of urbanization, with the associated infrastructure invariably
constituting the backbone of urban form. Urban mobility systems aim to provide access to basic
goods, services and activities to enable people to participate in civic life (UN HABITAT 2013).

The issue of urban mobility has always taken centre stage in national and international forums all
over the world. So also are attempts at increasing and enhancing the mobility of human and
vehicular traffic within and around metropolitan cities. The issue of urban mobility has become
paramount because world cities are increasingly under pressure of population growth (Shrank,
Lomax and Eisele, 2011). Urban mobility has therefore been described as the revolutionary ways of
moving people; and also a social cause that brings neighborhoods and communities together,
reminding us that we are part of a global villager (Lerner, 2011).

An enhanced urban mobility system is dependent on an efficient and effective urban transport
systems and networks which can significantly contribute to achieving global, national and regional
objectives through a wide range of policy domains (Jewell, 2012). The success of policies and
policy objectives on urban mobility and transport systems impacts on socio-economic objectives
and also serve as an important facilitator for growth, employment and sustainable development.

The beauty of metropolitan and urban cities all over the world lies in the availability of social
infrastructures which makes life meaningful to its dwellers. Social infrastructures like good network
of roads and transportation system not only make urban dwellers live life with ease within the city
and its environs but also provide opportunities for the mobility of people and goods and over a long
term influences patterns of growth and the level of economic activity (Meyer and Miller, 2001).This

urban development dynamic necessarily generates new mobility needs and this Mobility
requirements will increase with the growing population and must be met more efficiently
(CODATU XV, 2012).

Transport networks are intended to move people and goods to where they need to go quickly and
affordably (Sohil, Maunder and Cavill,2006). The movement of people and goods is affected by
cost and the safety of travel. Increasing the efficiency and effectiveness of transport network will
increase mobility (Znidgeest, 2005). Globally, the transport bias of urban mobility is demonstrated
by the dominance of motorization, particularly private cars as the preferred means of mobility (UN
HABITAT, 2013). In 2005, nearly half of all urban trips were made by private motorized modes,
primarily due to the meteoric increase in the number of motor vehicles. By 2035, the number of
light-duty motor vehicles cars, light trucks and mini-vans is projected to reach nearly 1.6 billion.
Moreover, a redistribution of the global travel pie is unfolding as developing countries are
responsible for this increase (UN HABITAT 2013).

2.2 ROAD TRAFFIC PROBLEMS

Urban traffic faces many challenges which are mainly caused by rapid urbanization and an increase
in car ownership which then influence both the flow of traffic and the environment. The main
challenges are traffic congestion, pollution and road accidents Knoflacher (2006). Similarly,
Newman and Jeffrey (1999), highlights the negative effects of urban traffic as it contributes to
accidents, noise and air pollution as well as traffic congestion on the roads. Traffic also contributes
to global warming through the gases which are emitted.

The increase in car ownership means also an increase in the number of trips per person per day.
This continuous movement of people causes more traffic jams and more parking spaces will be used
during the process. According to Vuchic (2005), cities are dynamic hence there is also need to
constantly modify transport systems in order to cope up with the changes. Road transport 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 (WHO, 2000). These
externalities of traffic are especially pertinent in urban areas because here spatial densities are high
and the infrastructure networks are most intensively used.

The current status of road traffic in many countries is extremely unpleasant. Road traffic is
dangerous, expensive and has a high pollution rate. Accidents injure or kill thousands of people

every year Eurostat (2009). Traffic congestion in many big cities has gone almost out of control.
Environmental damage is another issue. CO2 emissions from transportation in general and road
transportation in particular have been rising faster than emissions from all other major sectors of the
economy (Eurostat ,2009).

2.2.1 Traffic Problem- Congestion

Although there is traffic congestion in most major cities of the world, there is no standard definition
of it. In general, congestion occurs when the number of vehicles using the road is greater than the
capacity of the available road space, impeding the efficient movement of traffic (Weisbrod, Vary, et
al. 2003).

Rodriqueet.al, (2009) state that, congestion can be perceived as unavoidable consequences of scarce
transport facilities such as road space, parking area, road signals and effective traffic management.
They argue that urban congestion mainly concerns two domains of circulation, passengers and
freight which share the same infrastructure. Thus, traffic congestion condition on road networks
occurs as a result of excessive use of road infrastructure beyond capacity, and it is characterized by
slower speeds, longer trip hours and increased vehicular queuing.

Downie(2008) also opines that traffic congestion occurs when the volume of vehicular traffic is
greater than the available road capacity, a point commonly referred to as saturation. He describes a
number of specific circumstances which cause or aggravate congestion. Most of such circumstances
are concerned with reduction in the capacity of road at a given point or over a certain length, or
increase in the number of vehicles required for the movement of people and goods. Downie (2008)
further argues that economic surge in various economies has resulted in a massive increase in the
number of vehicles that o verwhelms transport infrastructure, thus causing congestion on roads in
cities.

Rodniqueet al. (2009), note that congestion in urban areas is dominantly caused by commuting
patterns and little by truck movement. They further attributed the causes of congestion to rise in
population densities, road incidents and broken vehicles on the roads which restrict capacity of
roads and impair smooth traffic flows. Another contributing factor to congestion as suggested by
Herman (2001) cited Downie (2008) is parking. He is of the view that road parking, which
consumes large amount of space has become a land issue that greatly inflates the demand for urban
land, causing congestion in cities. He adds that high urban mobility rate also contributes to the
congestion menace.
10

The massive use of cars does not only have an impact on traffic congestion but also leads to decline
in public transit efficiency, thereby creating commuting difficulties in cities. Indeed the over-
dependence on cars has tremendously increased the demand for transport infrastructure.
Unfortunately the supply of transport infrastructure has never been commensurate with the growth
of mobility needs. Consequently, several vehicles spend most of the time in traffic as a result of
traffic space limitation (Yan and Crooks 2010).

Furthermore, traffic congestion in urban road is attributable to limited road capacity, parking space,
dysfunctional road signals, drivers behavior, vehicle breakdown on roads and too many cars within
the city (Takyi ,Kofi ,Anin, 2013).

Downs (2003) also argue that the mingling of many different modes of movement on the same
roads as a cause of congestion in developing nations. The mix of old and new transport
technologies, highlighted by the shared use of road space by fast moving motorized vehicles and
slow-moving human-powered and animal-drawn vehicles (such as rickshaws, hand drawn carts and
animal drawn vehicles), typifies many street scenes of the third world (Rietveld, et al., 1990). It is
obvious that a road hosting several kinds of travelers such as vehicles, buses, motorcyclists,
bicyclists, even horse drawn carts cant have a high efficient traffic flow, since the faster travelers
have to adapt to lower speed travelers.

2.2.2 Traffic Problem-Road Traffic Accidents

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 (Persson2008). According
to (World Health Organization (WHO), 2009)report some 1.3 million people are killed each year in
road crashes and a further 50 million people are injured. These numbers are likely to almost double
by 2030 unless action is taken. The number of accidents per registered vehicles was 10% to 20%
higher in developing countries than in the developed world. A prevalence of under-reporting of
serious crashes, notably in low-income and middle income countries, means that the actual number
of deaths is likely to be much higher than that reported in individual countries (WHO, 2009).

Road traffic accidents are a major worldwide problem. In developing countries the trend has
reached an alarming state, but very little attention is paid to the problem (Odero et al 1997).

11

The more general reasons advanced by these researchers for an increase of accidents in developing
countries were; Rapidly urbanization process, high growth rates of traffic, poor road conditions,
reckless driving, non-adherence to the traffic regulations by the motorist and the traffic officers (due
to corruption). The majority of people in developing countries were dependent on public transport
for their daily movement. Causes of motor vehicle crashes are multi factorial and involve the
interaction of a number of pre-crash factors that include people, vehicles and the road environment.
Human error old vehicles, overloading, lack of safety belt, helmet use, poor road design
&maintenance and the traffic mix on roads are other factors that contribute to the high rate of
accidents (Zulfigar et al. 2012).

As current cities of the world have been experiencing high level of motorization and threatened by
the lack of sustainable transport development (Kennedy et al, 2005), serious attention must be given
to the issues of urban transport.

2.2.3 Traffic and the Environment

The transportation of people and goods marks the backbone of economic growth and sustainable
development and hence the environmental effect of traffic is usually neglected as it is viewed as a
threat to economic growth. Sustainable development is also based on the environment being it
natural or man-made environment. Traffic movement is characterized by the demarcation of urban
activities in terms of land use as people tend to live away from work, services and other urban
facilities. This now prompts the movement of traffic and hence it influences the health, safety and
attractiveness of the urban environment (Talvitie, 1997).

Urban agglomerations are major sources of atmospheric pollution and road traffic is the main
source of air pollution in cities (Molina and Molina, 2002; Moussiopoulos, 2003; Vivanco and
Andrade, 2006).Fuel which is mainly used for automobiles is usually liquid and this has effects to
the environment after combustion. Air pollution is one of the major impacts of traffic to the
environment. Motor vehicle emissions are no regulated yet they contribute immensely to the
pollution of the environment. Exhaust fumes affects the composition of the air and they contribute
to the destruction of the ozone layer hence leading to global warming.

Increase in urban transport increases the level of air and noise pollution. UN-Habitat (2006) also
emphasizes the effects of traffic on environmental pollution in cities and towns which is a health
hazard to human beings and animals. Pollution will undermine the use of resources for the benefit
of future generations.

12

Another major concern of urban traffic is noise pollution. According to Mirrilees eta-al (1996),
noise is defined as unwanted or excessive sound in the wrong place and at the wrong time. Noise
can be annoying and interfere with activities like work, studying, recreation or even sleeping. Too
much of noise has got psychological effects. The major source of traffic noise is moving vehicles,
construction and transportation vehicles, and vehicles in bad operation state. Much of the noise is
mainly caused by the direct connection of the roads to the commercial areas, industrial areas and
offices. The increase in the amount of traffic results in the increase in the amount of noise
generated.

Basically two approaches can be applied in order to solve or at least minimize the above
statedtraffic problems. The most straightforward solution is to build more infrastructures, such as
bridges, roads and viaducts, in order to increase capacity. This solution is no doubt useful,
especially for decreasing congestion, but it is not sufficient (McQueen and McQueen, 1999).
Constructing new road infrastructure is limited due to environmental, social and financial
constraints (Mc Donald M., et.al. 2006). With difficulties of building more infrastructure and the
aforementioned transportation problems, an approach in which already existing road capacity is
better used is welcome. This second approach to traffic related problems is to control traffic by
deploying Road Traffic Management Systems (RTMS), which contribute to efficiency as well as
safety and environmental improvements (Soares ,Vrancken and Wang, 2010).

2.3 DEFINITION AND CONCEPT OF TRAFFIC MANAGEMENT

Traffic management could be regarded as a systematic and sustained effort on directing and
controlling all traffics on our roads to make them free from negative effects of the transport system
(Asiyanbola, Osoba, and Adewale, 2012). Gardner et al (1989) pointed out traffic management is an
application of traffic engineering and administrative techniques in order to optimally use of the
existing infrastructure. Adebisi (2004) also describe traffic management as a package of actions
designed to optimize the available highway network in a well-focused manner. Newman and Jeffrey
(1999) express traffic management as process of adjusting or adapting the use of an existing road
system to meet specified objectives without substantial new road construction. Traffic management
can increase the capacity of road networks at much lower cost than new road provision by
increasing the efficiency of network use (Goodwin et al, 1998).

13

Traffic management is the influencing element of the traffic situation by a bundle of measures with
the target of harmonizing the traffic demand and the traffic supply of all transportation modes. And
it aims to safeguarding and improvement of the citizens mobility, safeguarding and improvement
of economic transactions, improve the transportation compatibility with the environment and
society , better use of existing infrastructure, increase traffic safety and comfort, decrease of
pollution, reduction of traffic jams and increase of public transport (METRASYS 2012).

John (2000) on his report of experience in Urban Traffic Management and Demand Management in
Developing Countries stressed that traffic management involves the allocation of infrastructure
(road space or train slots on a railway network) according to strategic operational and policy goals.
These include efficiency, safety, environmental, economic and equity objectives. In real terms,
meeting them may encompass measures that include giving priority to buses, trams or other vehicles
such as emergency services or high occupancy vehicles, increasing space available for pedestrians
and cyclists, or providing shared road space. Thus, road-related traffic management has
considerable benefits in improving traffic flows, increasing safety and improving services to road
users, for relatively little cost compared to that of building new infrastructure. Traffic management
embodies a wider concept and is concerned with the comprehensive management of the road based
transport system and deals with policies and measures for the entire urban transport system (John,
2000).

Thus experience in developed and well managed developing cities shows that traffic management is
an essential element of any city transport strategies, fundamental to realize the potential of more
costly transport infrastructure and system investments; and low costs but exceptionally high
beneficial system. Traffic management is used to curb demand for transport and affect the selection
of the mode of transport, route, or the time of travel or transport (Martin, 2006). Even in modern
societies with well-planned road management. Traffic management and control approaches are used
to control the traffic flows and to prevent or reduce traffic jams, or more generally to improve the
performance of the traffic system as an alternative approach for more efficient use of the existing
infrastructure (Baskar, 2009).

Eddington (2006) cites adequate transport network, traffic management and control system and
effective, efficient and reliable mass transit as key factors that affect urban transportation system.
Nadiri (1998) postulates that investment in adequate transport infrastructure improves transport
efficiency in terms of increased productivity and continue that transportation infrastructure involves

14

good road network, adequate bus stops, parking areas with traffic signals. Shapiro et al, (2002)
assert that Effective traffic management and control system is a key to ensuring effective
transportation system in the urban areas. This involves management and control of road signals,
road space, parking space and road users (Arasan 2012; Jones 1999).

John (2000) pointed out that Traffic management is highly city-specific and depends on level of
city size, development, levels of traffic congestion, traffic characteristics and thus measures which
are successful in one city may not be appropriate or successful in another; and it can be applied over
an area (say, a corridor or a local area or a town centre or the whole city) to develop a consistent
traffic management regime and its interventions should not be regarded as stand alone measures;
that is it should seek to balance often conflicting objectives and thus needs to combine individual
interventions (in traffic, public transport, pedestrian schemes) to form effective, comprehensive
packages. Traffic management comprises both supply side measurestraffic system
management to improve speeds of existing traffic volumesand demand side measurestraffic
demand management to improve speeds by reducing traffic volumes (ESMAP, 2002).

2.4 TRAFFIC MANAGEMENT TECHNIQUES

Traffic management measures are those actions that can be implemented to enhance the person-
carrying capability of the roadway system, without adding significantly to the width of the roadway
and include a range of strategies (AfriTest, 2012).Traffic management measures should be set
within a defined traffic and regulatory policy and are most likely to be combined into
comprehensive packages which will vary in type and extent in accordance with the function of the
relevant road in the hierarchy (John, 2000).

The primary emphasis of traffic management measure is on the safe and efficient flow of vehicles
over urban streets and highways. The means of promoting this can vary from simple improvement
of local streets by installing traffic signs and road markings to constructing comprehensive
motorway control systems. Such comprehensive systems use access-road meters to monitor and
control motorway access; closed-circuit television surveillance to detect quickly any deterioration in
traffic flow; and emergency services to provide aid in case of accident and injury. Other traffic-
control techniques include the use of one-way streets, enforcement of traffic flow regulations,
chanalization (building traffic islands, turning lanes and so on), and the use of traffic signals
(Meron2007) .

15

Traffic signs and road markings follow a uniform practice throughout the world and are designed to
convey information with a minimum of words to avoid confusing drivers unfamiliar with the area
and the language. Uniform pictorial signs and markings have been adopted throughout Europe and
the United States (Meron, 2007). They include uniform sign formats and sizes, and uniform codes
regulating traffic flow Traffic signals are installed to permit safe movement of vehicles and
pedestrians at busy intersections. In recent years, greater attention has been paid to the efficient
movement of public- transport vehicles and the sharing of cars. These aims are being accomplished
in several ways. Specially marked traffic lanes may be reserved for buses and, in some cities, for
cars with more than one occupant; city-centre streets may be reserved exclusively for buses; certain
types of vehicle may be given priority access to motorways and traffic-signal systems that detect
and favor buses may be employed. The overall use of highways may be restrained by road pricing,
in the interests of reduced air pollution and congestion. (Meron,2007).Similarly Institute of
Transportation Engineers (2000) classified Traffic management measures in to three broad terms as:
Traffic Signalization which encompass (equipment or software updating, timing plan
improvements, signal coordination and interconnection, Signal removal); Traffic Operations
(Converting two-way streets to one-way operation, two-way street left turn restrictions, continuous
median strip for left turn lanes, channel zed roadway and intersections, roadway and intersection
widening and reconstruction; Enforcement and Management (enforcement for all of the actions,
incident Management system, ramp metering).

Traffic management measures according to Adebisi (2004) involves, a package of actions designed
to optimize the available highway network in a well-focused manner. The package of action
comprises a variety of techniques for dealing with traffic related issues. Adebisi points out among
the relatively inexpensive techniques available for developing comprehensive traffic management
practices that could be applied for efficient use of the available traffic infrastructure in the area are
Road capacity, traffic sign (i.e. pavement markings, road sign, etc.), Guard rails, cross marking etc
traffic calming, vehicle parking regulations and controls, pedestrian measures, accident reduction
programs, bus priority measures and application of Intelligent Traffic System (ITS). So for
effective traffic management the aforementioned traffic management techniques can be applied, this
will enable them make efficient use of the available traffic infrastructure in the area Adebisi (2004).
Another technique /measure pine point by many scholars for effective and efficient management of
traffic in the road are Educational, Enforcement and Engineering measures.

16

Education is regarded as a soft approach to promoting desirable (from a road safety perspective)
road use because, rather than placing external constraints on the individual (as is the case with
enforcement and engineering interventions), it relies on persuading people to adopt appropriate
behavior (Sentinella, 2004). Empirical evidence for the impact of road safety education on road user
behavior does exist. In the case of drivers, some studies have found that road safety education
interventions can promote desirable attitudes and behaviors (Meadows &Straddling, 1999; Millar &
Millar, 2000; Stead et al., 2002).
Road users are required to be made aware of the basic rules of the roads. Through various
communication measures such as exhibition, posters, lectures and advertisement through radio, TV
and Newspaper a common sense regarding traffic norms is to be instilled in the public. Government,
schools and voluntary organizations can implement this communication strategy (Harlbandh and
RS, 2002).

Enforcement of traffic regulations is exercised by Police and Road Traffic Office staffs Harlbandh
and RS(2002) in their study of problem and possible solution for better traffic a management of
smooth traffic flow, suggest fine, vehicle detention and cancellation of driving license force the
road users to strictly follow the traffic rules and regulation.

On the Engineering measure both Harlbandh and RS (2002) and Seth (1982) stressed the need
for good construction and preventive maintenance facilitates for better traffic management. This is
focused on the role timely repair of the road, putting sign boards wherever required, removing
billboards that distract and pruning trees along the highway are the major constituents of this part.
As a common system Aldona (2010) indicated for better implementation of well-organized and safe
urban, traffic management measures should be implemented based on:
Category and function of the street;
Forecast traffic intensity and the structure of transport flows;
General concept of traffic organization;
Results of traffic organization solutions impacting concrete groups of traffic participants;
Adjustment of traffic organization solutions to the needs of people with reduced mobility
(disabled persons);
Increased traffic safety on streets;
Protectionofurbansensitiveobjectsfromintensetransportflows(Aldona,2010).

17

2.5 THE ROLE OF TRAFFIC MANAGEMENT ON CURBING TRAFFIC

PROBLEMS
The principal focus of traffic management and control systems is to ensure the safe and efficient
movement of traffic on roadways. This is indeed a challenging task since incidents, of varying
degrees of magnitude, can routinely impact the flow of traffic. These incidents need to be identified,
and responded to in a timely fashion.

John (2000) stressed that urban traffic management use to make the most productive use of the
existing road based transport system by adjusting, adapting, managing and improving the system.
Specifically, traffic management is designed to improve the movement of people and goods; to
improve the quality and safety of the traffic and transport system; and to contribute to the
improvement of the urban environment. Traffic management can assist poverty reduction by
improving travel for "people" and it also improves the flow of traffic and enhances mobility,
thereby reducing emissions and fuel consumption.

Institute for Transport Studies (2010) describe the benefit of traffic management in two perspectives
i.e. for the public and individual. Hence the public will profit from the measures because the road
infrastructure is used more efficiently through traffic management, congestion can be addressed
and, thus, negative impacts of traffic (e.g. pollution, noise, accidents) can be reduced. This is
possible without investing in new road infrastructure. If breakdowns occasionally occur in the
transport network or large scale events are taking place, traffic can be re-routed accordingly.
Unnecessary mileage driven searching for available parking spaces is reduced. Access and parking
management measures can be enforced more efficiently and, therefore, the positive effects of these
actions will be enhanced. Also the reliability and the quality of service of public transport can be
improved, affording passengers time savings. Furthermore, the road safety can be improved when
dangerous locations and situations that can cause accidents are identified and improved with the
help of the tools described. And Individuals can benefit from less congestion and reduced travel
times effected by the improved traffic management. Fewer people are injured in traffic accidents,
reducing personal harm and associated costs.

2.5.1 Traffic Management and Safety

Traffic management and traffic safety are integrated. The traffic safety management is implemented
appropriately otherwise will influence traffic safety. Road safety management implies systematic
work to ensure continuous improvement in road safety (Elvik, 2008), or acting to prevent accidents

18

and to mitigate the consequences of those that still occur (ETSC, 2006).The need for effective road
safety management is widely recognized today due to the global burden of road trauma for society
and public health; preventability of major parts of road fatalities and severe injuries, and the
availability of knowledge on measures and interventions that can be applied to achieve the results
(WHO, 2004; ERSO, 2008).

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.
It involves such a lot of departments as the construction, planning, finance, transportation, law,
propagating and educating, etc, and any organizations or departments cannot take over
independently. So the project of the traffic safety management should be proposed an authoritative
to lead organ to coordinate various kinds of strength of the society in unison. The main content of
the traffic safety administration management includes flexible ability, communication means, police
strength's allocating, technical equipment, team's quality training and organization structuring, etc. (
Hu Qionghong et.al. , 2005)

There are also more general fields of concern which bring the focus on road safety, e.g. sustainable
economic and urban development, questions of social security and safety, reliability of road
transport and disruptions caused by accidents, etc (ETSC, 2006). All the concerns together hold
essential value for road safety and increase the social demands for actions.

There is wide acknowledgement that road safety needs a systematic, planned management response
(Peden, 2004; Bliss & Breen, 2009; OECD, 2008; Hartzell, 2011; ETSC, 2006). They recognize
that limits to improved road safety performance are shaped by a country or organizations road
safety management system which determines the road safety results being sought and produces the
interventions and organizational management capacity needed to achieve them (Bliss & Breen,
2009).

The traffic safety management involves the traffic safe administration management (the mechanism,
traffic safety policy, traffic safety duty of the traffic safety management), traffic safe practice
(driver's physiology and psychology, etc, vehicle safe practice, traffic crash analysis and
countermeasure) and road traffic safety facilities (road safety facilities, rescue and aid in vehicle
safety facilities, traffic participant's safety facilities, safety education of the traffic), etc (Wang, W.
et al. 2003).

19

John (2000) states that , comprehensive urban road safety policy requires a multi-sectoral approach
including programs for driver training and testing, education, publicity programs aimed at selected
groups of road users, vehicle roadworthiness testing, securing funds for road safety actions,
community participation and monitoring and research. Some form of multi sectoral "Traffic Safety
Committee" is required to initiate and co-ordinate safety policies and accident reduction programs.
While a comprehensive safety program is broader than traffic management alone, traffic
management actions should be an integral and important part. He also indicates that, the traffic
management aspects of a safety program are likely to include actions in the following areas:
accident reporting, accident data analysis, accident prevention, accident reduction, traffic regulation
enforcement (John, 2000).

The jurisdictional road safety management system and related assessment framework has evolved
over the last decade from work in New Zealand and Europe. It is used widely by the World Bank
and has been adopted by the OECD. Both organizations recommended its use. In this model, road
safety is produced just like other goods and services and the production process is viewed as a
management system with three levels: institutional management functions which produce
interventions, which in turn produce results. Consideration of all elements of the road safety
management system and the linkages between them becomes critical for any country or jurisdiction
seeking to identify and improve its current performance levels (Bliss & Breen, 2009; OECD, 2008).

An overview reports on road safety management (OECD, 2008; ERSO, 2008; Bliss & Breen, 2009)
emphasized the point previously made by some researchers (Muhlrad, 2005, Mulder &Wegman,
1999) that the limits of improved road safety performance are shaped by the capacity of the road
safety system operating in a country. This system determines the results being sought and produces
the interventions to achieve them. The limits of a country's road safety performance are constrained
by its institutional capacity to implement efficient and effective interventions, and the subsequent
results may fall short of what is technically feasible with any particular set of road safety
interventions.

2.5.2 Traffic Management and Congestion

There is no absolute solution to fully eradicate traffic congestion problem from the society as it is
fully related with individual land use pattern and existing transport policies to each urban region.
Congestion coexisted with the economic activity and hence fully eradicating roadway congestion is
neither an affordable, nor feasible goal in economically dynamic. However, a well framed process

20

addressing the all aspects of congestion is required for long term benefit. According to ECMT
(2007), the process should address four broad aspects which are; understanding what congestion is
and how it affects the urban region, developing and monitoring relevant congestion indicators,
intervening to improve the reliability of urban travel, to release existing capacity or to provide new
infrastructure and, perhaps most importantly and managing demand for road and parking space
consistent with a shared vision on how the city should develop. Many literatures (e.g. Ramn, 2000
& Hon, 2005) have systematically classified congestion management measures into two groups,
namely supply-side measures and demand-side measures. On the basis of this classification,
common management measures for relieving congestion are described underneath.

A. Supply-side Management
Engineering theory of traffic congestion concentrated on increasing the traffic capacity of road
links, junctions, and whole urban networks by restrictions on parking, pedestrians, access, and even
public transport, as well as new road construction (Thomson, 1998). European Conference of
Ministers of Transport, ECMT (2007), proposes some supply side congestion management
measures which are; improving traffic operations, improving public transport, implementing
mobility management, modifying existing infrastructure etc.

Improving public transport

Improving public transport is an important supply management strategy of the transport system for
congestion mitigation as it can transport more people than individual cars for a given amount of
road space(ECMT, 2007). This can be done in various ways; cities can construct additional mass
transit networks. Or, some road lanes are provided for public transport use, such as bus lanes, in
order to save more time for public transport users (Hon, 2005). By promoting public transport, it
can take lone drivers out of private vehicles and make more efficient use of road space, thereby
relieving congestion problems (Hon, 2005). However, literature (Downs, 1992; Black, 2003; Hon,
2005; ECMT, 2007) suggests numerous ways of improving public transport such as; Developing
mass transit, bus lanes/High Occupancy vehicle (HOV) lanes, better public transport services, more
peak and ride facilities, extending services, adopting fee structures, operational improvement, public
transport information provision etc. But these measures come at a cost and, alone, will likely not be
a sufficient congestion management response (ECMT, 2007).

Improving Traffic Operation

According to, European Conference of Ministers of Transport, ECMT (2007), typical congestion
mitigation measures include planning and coordination of road-works, speedy response to defective

21

traffic signals and to disruptions caused by accidents and debris. These approaches can be very
attractive as they can rapidly deliver perceivable benefits to road users for a relatively small
investment especially when compared to the cost of new infrastructure whose impacts on overall
travel times may not always be perceived by road users. Efficient and coordinated traffic control
systems, can timely adjust the road capacity to accommodate additional traffic and reduce
unnecessary travel delays (Hon, 2005). Improving traffic operation typically consists of use of
traffic signals, implementation of contingency plans, provision of real time traffic information, pre-
trip guidance, monitoring and management of traffic flows (Judycki et al., 1992; Black, 2003; Hon,
2005; ECMT, 2007).

Mobility Management
There are numerous mobility management strategies that can, when successful, reduce car use in
urban areas. These include ride-sharing, promoting bicycling and pedestrian travel or supporting
mobility management efforts targeting large trip generators such as companies (ECMT, 2007)

B. Demand-side Management Measures

Demand-side congestion management measures are also important for relieving congestion problem
as it reduces the demand for vehicle use. ECMT (2007) suggested three related demand side
management approach; access management, parking management and pricing policies. ECMT
(2007) also suggested ensuring that land use planning, and the community objectives it embodies, is
coordinated with congestion management policies. Access management and parking management
are regulatory measures and pricing policies are economic measures. So, ECMT actually describes
three aspects of demand side congestion management; economic, regulatory and land-use. These
three aspects are also described by Hon (2005) as effective demand side congestion mitigation
measures.

Economic Measures
Economic measures are important demand side management measures which can alter human
behaviors to avoid congestion. Various economic measures are found through literature search such
as; taxation (Disincentives), subsidies (Incentives), mixed use tool roads, cordon charges, road tolls,
congestion pricing/ Tax, area licensing scheme, electronic road pricing, cordon charges, linked
based pricing system etc.
To restrain traffic growth, taxation measures, known as financial disincentives, are used. These
taxes are often imposed on vehicle ownership, including car purchase tax and annual registration

22

tax, and on vehicle use, such as taxes on fuel and parking fees (Potter et al., 2003). Imposing such
taxes not only raise government revenue, but it also discourages travelers not to use their vehicle
(Hon, 2005). On the other hand, to assort with taxation, subsidies, known as financial incentives, are
also used. These subsidies are often payments made for financing public transport operation and
developing environmental friendly transport modes, such as cycling (Button, 1992). All have
proven to be effective measures to reduce congestion and manage traffic (ECMT, 2007).

Road pricing or congestion pricing is an important economic measure for relieving congestion. It is
a tax on road infrastructure imposed on all drivers and it can directly reduce driversincentive to use
roads. It encompasses road tolls (development levies) and congestion pricing (congestion tax) (Hon,
2005). Where the revenues raised are channeled into transport investments, congestion charging can
help provide funds for undertaking priority transport investments (e.g. in public transport, ITS
infrastructure or road expansion)(ECMT, 2007).

It is therefore important to plan complementary measures such as the modification of road

infrastructure and traffic operations management. Parallel measures such as investments in public
transport can also be employed to make pricing more acceptable and also fairer for people who
cannot afford the charges or tolls and thus contribute to acceptability (ECMT, 2007)

Regulatory Measures
Regulatory measures refer to administrative measures, policies, regulations or even legislations that
directly alter the travelers behaviors (Hon, 2005). Regulatory measures include; access
management, parking control, restrictions on vehicle use, traffic calming and flexible working
hours. Regulatory measures have many constraints. First, to the public, these measures, especially
the restrictions on automobile use, narrow down individual choices and are too rigid to human
freedom. These may not be applicable to every community. Secondly, these measures often
adversely affect economic well-beings by altering normal traffic flows (Hon, 2005).
Land use Policies
Transport and land use policies are closely related. Land uses gives rise to trip generation and
influence regional trip patterns. So, it is necessary to co-ordinate long term land use and transport
planning (ECMT, 2007). To address congestion problem in the long run, land use policies for
adjusting that imbalance are necessary. Through planning, land uses should be re-located in such a
way that the need and the amount to travel can be minimized. With optimal land use and
development policies, the demand for travel can be reduced to the least level (Hon, 2005).

23

2.5.3 Traffic Management and Environmental Protection

The contribution of transport to air pollution can be viewed broadly as the product of three factors.
Air pollution from mobile sources can be decreased by reducing emissions per unit of fuel,
consuming less fuel per passenger- or freight-kilometer traveled or requiring fewer passenger- or
freight-kilometers. Effective interventions for reducing transport-related emissions range from
general improvements in sector efficiency to specific regulatory, policy, and institutional
development, and technical measures (ESMAP, 2001). Transport emission reduction strategies
target either the transport system as a whole or individual vehicles, and they can affect both at the
same time. Changing fuel prices can have an immediate impact on the use of individual vehicles
and, over time, affect the overall composition of the vehicle fleet (Ken, Masami, and Todd, 2004).

Many measures taken to reduce transport-related air pollution will be suboptimal or ineffective over
the longer term without policy changes in the transport and fuel sectors. While such policy changes
will rarely be made based on environmental concerns alone, it is important to recognize that reforms
in the urban transport sector or the oil and gas industry can have an enormous positive effect on
reducing transport-related air pollution. Some reforms, such as import liberalization for clean fuels,
will be national in scope, whereas others, such as urban transport sector reform, will be local. In
both cases, they are likely to have significant economic and social benefits aside from their
environmental benefits, and in this sense should be seen as no regret measures (ESMAP, 2001).

Transport sector emissions can be reduced through a variety of changes to the overall transport
system: efficiency improvements in the urban transport system, changes in modal shares through
infrastructure investments or land use policy, or through fiscal policies that can affect fuel and
vehicle technology choice, fuel consumption, and vehicle use. Traffic system management is
intended to smooth the flow of traffic and enhance mobility, but can also have the added benefit of
reducing emissions and fuel consumption. Traffic signal control systems are the most common
traffic management instruments to secure traffic flow objectives. Segregation of traffic, including
bus priority systems (such as dedicated bus lanes), can decrease variability of traffic speed; enhance
safety, and, equally important, increase the efficiency and attractiveness of public transport,
resulting in significantly lower fuel consumption and emissions. Thus, Traffic management has the
potential to achieve reductions in air pollution and to be affordable, even by poor countries (ibid).
2.6 INSTITUTIONAL ARRANGEMENT FOR TRAFFIC MANAGEMENT

Planning, implementation, operation, maintenance and regulation of city transport are a highly
complex process encompassing numerous modes, users, agencies and the framework within which
24

the system functions. Above all, urban transport is a highly political and visible activity. Failure to
deliver an acceptable transport system is immediately evident to transport system users passenger
queues, traffic congestion, slow journey times, accidents, poor traffic related environment and so on
are immediately evident. Concerns by users of poor quality transport systems are usually high on
the list of complaints against a city administration.

Traffic management has become a discipline in its own right and requires an organizational
structure to ensure that the best can be obtained from that discipline; a professional "traffic
management agency" is needed to develop traffic strategy, initiate, plan and design schemes and
policies and so on(John,2000). He also mentions the importance of involving police in this process
since the police who will be responsible for the enforcement of traffic regulations on which most
schemes depend. While the traffic management agency should be responsible for planning, design
and operation of all traffic schemes it is an essential part of that process that the traffic police should
be consulted and informed at all stages of scheme development.

Thus, efficient traffic management and operations requires a competent, professional agency
working within a well-defined institutional structure. Institutional arrangement for traffic
management is the key element of a successful traffic management system (Frame, 1999). He also
dictates that, the issues require , a range of actions for resolution but key will be the creation and/or
strengthening of a city based traffic management agency with well-defined responsibilities and
accompanying powers to fulfill the tasks required for effective traffic management; An institutional
framework which recognizes and legalizes, the formal role and responsibilities of the traffic
management agency in relation to the traffic police, to the "highways agencies" and all other
agencies with interests in the transport sector; As far as practicable, the traffic management agency
should be de-politicized to avoid technical staff and program changes when new mayors or political
parties take office (Frame,1999). The institutional arrangement may vary from city-to-city and with
the city size and complexity of the traffic but, traffic management is to be successful, there is a need
for an agency with the powers to fulfill these functions and for an institutional framework that
allows it to exercise the necessary powers (John, 2000).

Ho Seng(2006), in his study of traffic safety improvement in Singapore describes that; traffic
management is mainly the responsibility of both Land Transport Authority (LTA) and Traffic
Police (TP). While LTA provides road related facilities for road users and ensures the safety of
vehicles, TP is responsible for enforcement of traffic regulations, and for publicity and education.

25

Together with National Safety Council (NSC), TP conduct regular campaigns to promote
observance of road safety rules (Ho Seng, 2006).

2.7 FACTORS HINDERING EFFECTIVE TRAFFIC MANAGEMENPRACTICE

Traffic management is a set of strategic practices utilized by transport authorities to ensure uniform
vehicle flow and to avoid delays due to congestion and ultimately to improve safety. Proper
management of the transport facilities especially with regard to setting standards for drivers and the
state and operation of their vehicles are essential elements of traffic management practices.
However, in African perspective, there are various factors which make traffic flow management
challenging in almost all cities in Sub-SaharanAfrica. Cities today are faced with a number of
problems with respect to traffic management, as their expansion has significantly increased
transport demand. Municipalities and transport authorities face the challenge of meeting this
demand in the most efficient and sustainable way, however the range of solutions that can be
applied is constrained by many limitations ( Kaparias, Zavitsas, and Bel,2010).

2.7.1 Road Condition

Road networks are observed in terms of its components of accessibility, connectivity, and traffic
density, level of service, compactness, and density of particular roads. Level of service is a measure
by which the quality of service on transportation devices or infrastructure is determined, and it is a
holistic approach considering several factors regarded as measures of traffic density and congestion
rather than overall speed of the journey (Mannering, Walter, and Scott, 2004).

Abiodun (1997), indicates that 'the problem of inaccessibility can be attributed to two factors, one is
lack of integration of roads in privately developed layouts, the other factor is lack of coordination
among the multiplicity of agencies responsibility for transport facilities that invariably results in
sharp breaks in the standard and quality of road development and maintenance. Ibitoye (2005) and
cited by Adamu (2009), expressed that the combined effect of poor execution and poor planning of
road network project contributes to urban transport problems. Urban roads in developing countries
are in dire need of maintenance, pedestrian facilities and traffic segregation measures.

Beside Vipinet.al. (2012) expressed that, the developing country cities road as narrow and poorly
built. As cities grow in an ad-hoc manner, no provision is made towards scaling road capacities,
eventually resulting into several bottleneck roads, which remain congested for extended periods of
time. Furthermore, many developing countries have witnessed an explosive growth in their

26

vehicular population resulting in a failure of conventional traffic management strategies (Vipinet el.
2012).

Ogunleye (2005), in his study, reiterated that roads are often in need of maintenance, traffic sign is
often inadequate, facilities for pedestrian are poor and guidance to drivers or other control measures
are rarely available. The net result of these inadequacies is the very incidence of road casualties and
fatalities. 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
(Lu, H.P. et al.2003).

2.7.2 Enforcement Measure and Enlightening

Enforcement and traffic laws have to do with government policy regarding road traffic issues. The
aim of traffic regulation systems and enforcement is to ensure adequate operations in the traffic
environment and system maintenance by legislation and controls. Regulations by traffic signaling
systems, speed limits and speed controls as well as the existence of police patrols and checkpoints
can lead to some reduction traffic problems by influencing the road users behavior (Komba, 2006).
Jorgensen and Abane, (1999) also argued in their study in Ghana that, traffic regulation schemes are
not systematically implemented and the police service is generally less well trained, equipped and
motivated to enforce moving violations, as are evident in cities in developed countries.

A regulatory system must be enforceable under specific circumstances for it to benefit the society.
This is because poor enforcement of regulations plagues developing countries leading to Unreliable
transport service, Poor vehicle maintenance standards which may affect safety and contribute to
pollution, Poor driving standards which affect safety result in traffic congestion and maltreatment of
passengers, Violence between operators, Anti-social or dangerous on the road behavior,
Unaffordable transport fares (Sumaila,2013).

Traffic enforcement is one of the objectives for putting traffic agencies in place, in order to ensure
effective traffic flow. To achieve this, various penalties were put in place, ranging from payment of
fines, vehicle impoundment, psychiatric test among others depending on the nature and gravity of
the offence. These are made worse by lack of adequate training/testing for drivers, ineffective traffic
laws and drivers/pedestrian attitude to driving code, traffic rules and regulation(Durojaiye ).

Enlightening the general public and motorists about traffic rules and regulation, traffic safety as
well as behavioral attitude of motorists are some of the cardinal tasks of the traffic agencies.

27

However, the education of traffic safety is not propagable enough and peoples awareness of traffic
safety is low.

The propaganda of the traffic safety is an important component of traffic safety management, but
the citizen isnt concern about traffic safety enough, not observing traffic rules. For example, they
break rules and regulations by traversing the street randomly rather than following the crosswalk,
making a dash across the red light, carrying flammable and explosive luggage and smoking in the
carriage on transit, etc. Those all will cause the traffic accidents. Accidents happens occasionally
when driving after drinking, going over the speed limit, driving without a license, not wearing the
helmet, rushing in the forbidden zone. In addition, for various reasons, training the driver and
issuing license is more confusing in small and middle cities, which causes a lot of drivers with faint
safety consciousness and inferior technique, and which is one of the reasons happening in important
traffic accident (Vipinet el. 2012).

2.7.3Capacity and Resource

Good traffic management requires effective planning, implementation and enforcement skill which
tend to be in short supply in developing countries. Critical to successful implementation of traffic
management measure is the establishment of traffic management unit at the local government level
with the consolidated authority and ability to plan and implement suitable traffic management
schemes (Akbar, 2002).

The lack of adequately qualified and trained staff in the regulatory agencies is often a major
constraint on removing institutional bottlenecks to more effective regulation (Ismail and Venter,
2007). Major issues like policy-making capacity of central agencies, especially through developing
skills in planning and economics; information management to strengthen monitoring of the road
sector; capacity in developing and implementing road safety programs; driver training and
examination standards; vehicle roadworthiness inspection standards; and capacity in drafting
regulations which would support policy objectives are the general problem affecting administration
of road transport.

City transport authorities are very often confronted by political difficulties, difficulties in
communication between organizations, and difficulties in sharing information. Various traffic
management policies and technologies have been implemented in many cities, but the effects that
these have and the comparison with other techniques implemented elsewhere remains an open
question ( Kaparias, Zavitsas, and Bel,2010). Traffic management is an inter-disciplinary area that

28

requires expertise from many fields like engineering, law, social sciences (psychology, humanities,
etc.), economics, ethics and management. Thus, a nodal agency with power to enforce traffic laws,
traffic planning, design and operation could lead to better traffic management (Panda and Pundir,
2002).

Beside it lacks a universal problem that could prove to be detrimental is funding. Funding is seen as
leveraging influence (Ismail and Venter, 2007). A significant amount of investment is required to
set up a traffic management infrastructure which can scale with the increasing traffic. Such an
infrastructure not only involves measuring and analyzing real-time traffic data but also focuses
towards enhancing congestion detection, solving real time congestion and forecasting congestion
scenarios. Tighter budget, ravaged by corruption and bureaucracy, there are multiple hurdles before
the money actually progresses towards such large initiatives (Vipinet el. 2012).Traffic management
is often starved of resources for implementation and operation of schemes. And it might have some
potential revenues (parking, traffic fines, congestion charges, concessions for bus ways etc) and
other potential funding sources for traffic investment might be available such as urban fuel
surcharges and contributions from property/business taxes (John,2000). However, traffic
management is to be successful, cities need to capitalize on these revenues and consider earmarking
funds to the traffic system (similar to road maintenance funds (ibid).

(Vipin et el. 2012)on their study of congestion problem in developing countries, they point out use
of archaic management is a challenge for traffic management agencies. Traffic junctions are often
unmanned, thereby allowing drivers to drive in a chaotic manner. Even if a junction is controlled by
a cop or a traffic light, the traffic junctions are largely independent of any traffic management
strategy, only optimizing the respective junction traffic flow, in the direction of maximum traffic
build up. Furthermore, these approaches enhance traffic mismanagement in already congested
roads, accelerating congestion collapse.

2.7.4 Drivers
It is expected that all motorists should be knowledgeable about traffic signs. This implies those
without the knowledge of traffic signs partly constitute a cause of traffic jam in which further
corroborates the poor traffic enforcement response by traffic officials. In addition bad behavioral
attitudes of motorists are major challenges faced by officials (Durojaiye, n.d).

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,
29

etc, and those phenomena violating the regulations is become the major part of the causes of
accidents. The production of these phenomena, on one hand because some drivers lack general
knowledge of driving, on the other hand some drivers generally pursue to the fast excessively.
Under the influence of such impetuous psychology, in addition, technology is not really up to the
mark, so that it is bring the source of traffic accidents that is difficult to keep within limits (Hu
Qionghong et.al., 2005).

Moreover, Drivers often are not trained sufficiently to follow lane discipline. The impact of poor
lane discipline, especially at traffic junctions, deteriorates the already overcrowded junction
situation. Furthermore, drivers frequently jump red lights and block the intersection, causing further
traffic congestion. These problems are compounded by the fact that traffic law enforcement is poor,
thereby providing no incentive for drivers to follow the rules (Vipinet el. 2012).

2.7.5 Vehicles Condition

Vehicle condition influences the probability of accident to a great extent. A new and well-
maintained vehicle has a low probability of accidents. Results of some studies have shown that
vehicles above four years of age cause maximum accidents. Such vehicles not only pose a threat to
the smooth flow of traffic on highways, but also to the environment through their highly polluting
nature. A common policy on this aspect to stop old vehicles on National Highway is very much
needed vehicles having defects in the breaks (Haribandhu and RS 2002).

In general, Poor road infrastructure, lack of enlightenment programs, poor behavioral attitude of
motorists, lack of inadequate manpower coupled with poor incentives on the part of the traffic
agencies and lack of sufficient budget are some of the impediments hindering the activities of traffic
management agencies.

2.8 TRAFFIC MANAGEMENT FOR SUSTAINABLE TRANSPORT

Sustainable transportation involves infrastructure investments and travel policies that serve multiple
goals of economic development, environmental stewardship and social equity. The objective of
which is to maximize the use of the transportation system to achieve economic and related social
and environmental goals, without sacrificing the ability of future generations to do so (Oni,2010).
A sustainable urban transport system requires strengthening various features of the system including
mobility, accessibility, affordability, social equity, efficiency, safety, security, convenience, low
carbon, comfort, and people- and environment-friendliness. In order to achieve all these elements,

30

various challenges need to be addressed in an integrated manner. These challenges include

improving human health through the reduction of urban air pollution, tackling climate change,
reducing the number of deaths and injuries from road accidents, controlling excessive motorization,
improving public transport services, encouraging more walking and cycling, and recognizing the
specific needs of urban poor, women, the elderly, people with disabilities, youth, and children
(METRASYS,2012).

Traffic management has the potential to contribute to seamless transport in urban environments. It
can also make a contribution to the improvement of air quality in the city center by diverting traffic.
Vital, however, to the contribution to a sustainable transport system is the design of the scheme and
the wider concept in which it is embedded (METRASYS,2012).Vital to the success of sustainable
urban transport concepts is a mix of measures that improve the efficiency of the vehicle fleet,
reduce travel distances via integrated land-use planning and provide modal alternatives to the
private vehicle (Newman & J. Kenworthy 1999). A reliable and affordable public transport system
is a key element of a sustainable urban transport concept. While providing a similar level of
mobility, public transport only requires a fraction of energy and space compared to the private car.
Public transport not only contributes to lower energy consumption and emissions it also reduces
congestion, which improves traffic flows and reduces travel times (OECD & ECMT, 2007).The
predictability of travel times with, light rail (LRT) and/or bus rapid transit (BRT) compared to a
journey in the private car may provide enough incentive to shift from individual to public transport
(Lam, T.C., Small 2001).

In addition to public transport, non-motorized modes, i.e. cycling and walking, can take a
substantial share of the urban transport task, in particular on short distances and help reducing
emissions and energy consumption and reduce congestion. Walking and cycling is especially
suitable for urban transport as in cities the majority of trips are short distance trips (Moudon, A.V.,
Lee 2003). But, the provision and maintenance of infrastructure for pedestrians and cyclists is
crucial to make these modes more attractive.

Traffic management involves the allocation of infrastructure (road space or train slots on a railway
network) according to strategic operational and policy goals. These include efficiency, safety,
environmental, economic and equity objectives. In real terms, meeting them may encompass
measures that include giving priority to buses, trams or other vehicles such as emergency services

31

or high occupancy vehicles, increasing space available for pedestrians and cyclists, or providing
shared road space (Oni, 2010).

Concerns about safety keep many people from cycling (METRASYS, 2012). Separate crossing
signals, cycle lanes and buffers between road and lane can improve the safety (Santos u. a. 2010).
Integrated land-use planning focuses on higher densities, mixed use and the integration of public
transport and non-motorized transport infrastructure (Hymel, K.M., Small, K.A., Dender 2010).
Combined, these factors can reduce travel distances, can enhance the role of non-motorized modes
and can improve accessibility and efficiency of public transport (METRASYS, 2012). Smart land-
use planning only takes effect over longer time scales, but impacts are lasting. In cities that are
rapidly growing, local authorities can largely influence future travel patterns. Thereby, land-use
planning decisions of today can ease the traffic management task in the future.

Moreover, Introduction of advanced transport systems is another approach to traffic management in

reducing the number of motorized trips and making traffic flow more effective. Freight distribution
in cities can also be improved. Information on alternative modes and on existing traffic conditions
e.g. congestion, can be given as pre-trip information, and current traffic restrictions as on-board

information (Oni, 2010).

He also stressed that, the need for sustainable urban development will sharply affect urban
transportation in the future. Goals, targets and aspirations will be set to, for example, reduce Co2
pollution which must lead to reduction of transport demand and car dependency. Non-motorized
trips and use of energy - efficient vehicles will be promoted. The cities will be changed to be more
compact, inclusive, and land use will be more adapted to public transport use. Environmental zones
where only pro-environmental vehicles are allowed will be established in central areas and in
residential areas (ibid).

32

 CHAPTER THREE
RESEARCH METHODOLOGY

3.1 Introduction
This chapter is about the methods that were used for collecting information in the field. This chapter
mainly explains how the study was conducted, the applied methods and techniques in data
collection and the reasons as to why they were used according to the research aims and main
objectives of the study. This chapter involves discussion of the research process, the selection of the
study area, sampling methods and justification and sources of data used in the study. Analytical
techniques used in analyzing the data for the study are also discussed.

3.2 Selection of the Study Area

Addis Ababa, the capital of Ethiopia is not only the political, social, economic and geographic
center of the country but also it is the seat of governments ever since the day of its emergence as a
city, 1886. It is the home to African Union, the Economic Commission for Africa, Council of the
Oriental Orthodox Churches and many other international organizations. Addis Ababa has an area
of 540km2 (54000ha) and average elevation of 2500m above mean sea level. It is located almost in
the central part of the country.

According to AACG (2010), the population of the city is nearly 3million. The city is a cultural
mosaic of all Ethiopian ethnic groups due to its position as capital of the country. The current
administration of Addis Ababa constitutes 10 sub-cities, KefleKetemas and 116 Woredas. Addis
Ababa contributes a lot to the economic development of the country and it is where most significant
changes in the socio- political sphere of the land emanate from. Addis Ababa has been manifesting
to be a fast growing city in recent decades and contributes about 40% to the national GDP.
However, the growth is accompanied with several constraints as it has not been provided with an
equal growth in urban transport provisions is lagged behind the existing demand. Moreover, the
sector is expressed by many traffic problems.

Comparative to other cities in the nation, the greater numbers of motor vehicles are found in Addis
Ababa with a total share of 56.1 percent of the total motor vehicles in the nation. Thus traffic
problem in the city goes up together with the increase of motor vehicles and population size. More
over the rise in automobile ownership together with the condition of the roads has resulted in the
high level of traffic risk and congestion problems. This calls for the development effective traffic

33

management within the city. Therefore, this study primarily focuses on the capital city as it believed
that it is where the predicament of traffic problems and management challenges are extreme.

Figure 3.1: Map of Addis Ababa City showing the sub cities
3.3 The Research Process
The methodology and procedure for data collection employed in the field was based on qualitative
methodologies. Interviews, questionnaire, observations and review of secondary data, were done
accordingly.

3.3.1 Qualitative Methodologies

A qualitative research methodology covers a number of alternative techniques, including interviews,
participant observation and focus group discussions. Qualitative methodology helps to understand
life experiences and to reflect on the understandings and shared meaning of peoples everyday
social life and realities (Limb 2001).

In this study qualitative approach has been used to collect the primary source of data through
interviews with officials from road and transport bureau, official from traffic police office and both
private and commercial vehicles operators and through personal observation to seek the views of
the respective officials in their respective organization about what has been done about traffic
management in the city.

This necessitated the need to interview them using the in-depth method with the help of an
interview guide. Field observation was used to see how vehicles respond to the road signs, the
functionality of the installed controlling tools and the implementation of enforcement measures.
34

Qualitative methodology is mostly based on a humanistic view, and humanistic geographers have
sought to challenge the mechanistic and objectivity approach that characterizes positivism.
According to Limb (2001), researcher and researched should be central to the research process,
stressing the need to understand the life world of individuals and the taken for granted dimensions
of experiences.
3.4 Data Type and Source
The study employed both primary and the secondary data types. Officials and experts of the Road
Transport Bureau of Addis Ababa, commercial vehicle drivers as well as private vehicle drivers,
and traffic police were considered as the primary source of information.

While secondary data is collected from reports, published as well as unpublished materials from the
City Administration, Traffic Police Office, Addis Ababa Transport Bureau (AATB), and sub
functional organ of AARTB which are related in the area of the study. Besides, different books,
journals, research papers written on the issues and the internet are also considered for the study.
3.5 Data Gathering Tools
Interview and questionnaires were considered as the major means of data gathering tools. In
addition to this, the study used field observation.

Three sets of interviews were administered. The first and second set of the interview were used to
elicit information from experts and officials of Addis Ababa Transport Bureau as well as traffic
polices unit on the operational activities and challenges facing the units. The third set of interview
were used to collect information from the commercial as well as private vehicle drivers as regards
Addis Ababa city driving experience and their perception about traffic management unit activities
on the city roads.

In addition, semi structured questionnaires were distributed for purposely selected employees of the
road and transport bureau based on their qualification and experience in the area of study.

Finally field survey was undertaken by the researcher to assess the condition of the existing traffic
situation and management practice employed within the boundary of the city.
3.6 Sampling Method and Respondent
A combination of purposive, systematic random and quota sampling techniques were used to
conduct this study. Respondents were selected based on their knowledge in the area of study. With
this specific purpose, the sampling started with the selection of an expert in the transport bureau for
an interview. Accordingly, three key informants were interviewed. These professionals provided
35

information to help in identifying the current practices being used as well as their efficiencies and
inefficiencies. This information also touched on the ideal traffic management practices related to the
city transport sector; and selecting the most efficient, sustainable and traffic management practices
for the Addis Ababa city.

Similarly, one key informant from the Addis Ababa Traffic Police Office is purposively selected
and an interview was conducted. His responses were taken as representing the opinions of the traffic
police officers. The guiding questions aimed at getting information on how policemen collect road
accident data, problems encountered in dealing with the citys traffic situation, how rules and
regulations are controlled, how motor traffic accidents can be prevented in city and the office
coordination with the traffic management office.

Each key informant was interviewed separately on a different day or time following a scheduled
appointment, each interview took between 30 to 45 minutes, and it was conducted by using a semi -
structured interview guide.

In addition to the key informant interview, twenty five employees were purposely selected from
Road and Transport Bureau with respect to the specific job they assigned in relations to the study
area.

Correspondingly on road links with high traffic congestion records, two roads were selected based
on the magnitude of the traffic problem in the respective area. Since the total number of vehicles
plying the two road links understudy, it was difficult to construct a sample frame for the drivers. For
this reason the researchers used quota sampling techniques. Based on this, a quota of twenty five
(25) drivers of passenger vehicles was allocated to each of the two roads to make a sample size of
50 for the drivers. The quota distribution rate for each road comprised of fifteen (15) taxi drivers
and ten (10) private car drivers. The respondents from each category were selected using systematic
random sampling based on every third driver met at the terminals.

3.7 Data Analysis

In analyzing the data collected, the following descriptive analytical methods were used. This
method of analysis was chosen based on the nature of the research: an evaluation of the existing
traffic management practices and respective challenges using ideal management practices of traffic
as the benchmark. These methods helped facilitate reporting on and evaluation of the practices
within this sector. In order to give a better report on what is being done within the study Area, a

36

description of the research findings would be the best examination of the actual conditions in the
sector; hence the descriptive analysis.

Hence information collected through review of documents and interviews are analyzed within the
framework of the study objectives. Data obtained from official records are tabulated in to different
categories and analyzed using simple statistical methods such as percentages and graph..
Information obtained from the secondary and primary source are used to make a descriptive
analysis of the situation and based on the findings relevant conclusions and recommendations are
drawn.

37

 CHAPTER FOUR

DATA PRESENTATION AND ANALYSIS

This chapter analyzes and discusses the major finding of data collected through different methods
stated under methodology. In this part document analysis, field survey and in-depth interview are
mainly incorporated and an attempt is made to give response to the research questions.

4.1 TRAFFIC CONDITION AND ROAD NETWORK IN THE CITY

4.1.1 Road Network

The construction of infrastructure network like road network, roundabout, junctions pedestrian walk
ways, traffic signs and road markings, parking spaces and terminals and service provision in a way
that facilitate the traffic flow is the main policy issue proclaimed in the transport policy of Addis
Ababa.
Accordingly data gathered form city road authority indicates that, from year 1998 up to year 2013, a
total of 3,200km road has been constructed in the city main arterial areas and in total Addis Ababa
boasts 3731 km of road with seven meter width. Similarly the data indicates that 907km of asphalt
and gravel roads are maintained from year 1998 to year 2013.

Table 4.1: new road constructed form year 1998 -2013

Type Measurement Period in Years
1998-2008 2009-2013 Total 1998-2013
Asphalted Meter 240,790.00 320,844.00 561,634.00
Cobble stone Meter - 1,623,284.00 1,623,284.00

Graveled Meter 557,768.00 549,726.00 1,107,494.00

Total 798,558.00 2,493,854.00 3,292,412.00

Source: Addis Ababa Road Authority 2014

Correspondingly the city road coverage from year 2008 to year 2013 has shown an increasing trend
as it is depicted in the figure below. The city road coverage has reached to 15.64% in the year 2013
by showing a 66% increment from the total road coverage of year 2008 i.e 9.4%.

This implies that the government has given much emphasis to road infrastructure and has been
constructing and maintaining several roads in the city than ever seen in the past. The A/A ring road,
Gotera square, bole road and many other networking roads in different districts of the city are the
core examples.

38

Figure: 4.1 City Road coverage

Source: Addis Ababa Road Authority 2014

As quality of transportation services and infrastructure is determined by the available road network,
connectivity and density of particular road. This road development and maintenance has a
contribution for efficient and effective transport service in the city. Yet in the process of developing
and expanding road networks, problems are arise in new construction and especially in
rehabilitation schemes since insufficient attention are given to road safety impacts that can be
associated with road infrastructure projects. The higher speeds on improved roads lead to an
increase in road safety risk for communities along such routes especially for vulnerable road users.
This, in turn, lead to an increase in the number of deaths and casualties on such roads and the
incidents along some of the improved trunk roads in the city can testify the fact.

4.1.2 PATTERN OF TRAFFIC GROWTH

The Table 4.2 below reveals that the number of vehicles (all types) operating in the city has grown
by 100 % within ten years interval (i.e. from year 2002 to 2012) and the annual average growth rate
of the motorization is 8.3%. This number is expected to be growing at a rapid pace with the
development of the socio-economic activity of the city as large volume of traffic entering/exiting
the city area, growing purchasing power of its people and the introduction of low cost private car in
the local market.

However currently, as indicated by the officials, considering the available road in the city, the level
of motorization is very low. But despite the level of motorization, the magnitude of traffic problems
in the city is very high. Thus this demands for proactive planning to maximize the use of the current

39

infrastructure through effective traffic management and to accommodate the growth of vehicle in
the city.

Table 4.2: Number of vehicles operated in the city

Years
Typesof
vehicle 2002/2003 2003/2004 2004/2005 2005/2006 2006/2007 2007/2008 2008/2009 2009/2010 2010/2011 2011/2012

taxi 8982 10113 11028 12024 13279 14845 15861 16979 18212 18388

Lada 293 315 339 374 428 468 518 609 699 773

minibus 7535 8331 9005 9645 10721 12043 13041 14018 15062 15501

Midibus 1154 1467 1684 2005 2130 2334 2302 2352 2451 2114

Vehicles 48191 51621 54824 60281 66676 60162 75502 81244 86948 93968

smallveh 42805 45486 47896 52489 58251 51213 65712 70469 75209 81204

610seat 5386 6135 6928 7792 8425 8949 9790 10775 11739 12764

buses(alltype) 1438 1688 1790 1875 1995 2069 2130 2221 2402 2645

Fueltnaker 1398 1562 1626 1768 2135 2311 2397 2566 2908 3123

Drycargo 61838 67500 72670 80039 88857 95095 101730 110762 120340 133283

Total 121847 132484 141938 155987 172942 174482 197620 213772 230810 251407
Source: Addis Ababa Transport Bureau2014

4.2 TRAFFIC PROBLEM IN THE CITY

Transportation is no doubt an indispensable catalyst for activating and stimulating the economic,
social, political and strategic development in any society. Thus, effective and efficient functioning
of cities depends on the provision of basic infrastructures one of the most important being transport.
This implies that transport should to be rationally managed to ensure that movement of people and
goods takes place speedily, economically, safely, comfortably and in an environmentally-friendly
manner. But the development of the transportation create its own transportation challenges .Thus, in
line with the development of transportation in the city of Addis Ababa the city faces major traffic
problems. Hence basing the respondent and key informant information this study found that traffic
accident, congestion, parking and inadequate public transport provision are among the major traffic
problems observed in the city.

4.2.1 TRAFFIC ACCIDENT

Data collected from Addis Ababa city police office indicates that the accident situation has
increased at an alarming rate during the last six years. As indicated in the Figure 4.3 below the
accident rate has increased by 94% from year 2008 to year 2013.

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Figure: 4.2 Traffic Accident registered form year 2008 -2013

Source: Addis Ababa Police Statistic office 2014

The trend also shows the accidents have increased at an increasing rate for the last three recent
years. This indicates that, road traffic accidents have remained one of the most threatening
challenges of the city and it is daily news that car accident is the most prominent and atrocious
incidents happening at every corner of the city. The continued steep increase in the number of
crashes and fatalities indicates that these losses are undoubtedly inhibiting the economic and social
development of the city and adding to the poverty and hardships of the community at large.

4.2.2 CAUSES OF TRAFFIC ACCIDENT

Data collected from traffic police office indicates that human factors such as ignoring traffic rules,
aggressive, reckless and inconsiderate behavior of drivers are major contributors to accidents. The
table below reveals that 42% of road accidents occur due to failure of drivers to give way for other
road users. Similarly driving without respecting the right hand rules and improper overtaking
stopping and turning have contributed for 34% and 12% accidents occurred in the city respectively
for the period under consideration. The other serious and regular offences identified by the traffic
police are, poor physical conditions of road and vehicles, fatigue and unsafe practices by the
drivers.

Table 4.3: Major Causes of Traffic Accident in the city

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Ser no. Causes of Accident No. accident

occurs
1 Driving under the influence of alcohol or chaat 45
2 Over speeding 499
3 Driving without respecting the right hand rules 5,336
4 Failure to give way for other road users 6,645
5 Improper overtaking, turning and stopping 1,947
6 Failure to respect traffic signs 258
7 Excess loading 67
8 Poor Condition of road and vehicle 100
9 Poor physical condition of drivers like fatigue 21
10 Reason not identified 897
Total 15,815
Source: Source: Addis Ababa Police Statistic office 2014

In addition to the above stated factors for accidents occurred in the city, the respondents indicate
that over speeding, unsafe behavior of pedestrians, inadequate pedestrian walk way, inadequate
enforcement of traffic regulation and inadequate capacity to control roadworthiness of vehicles are
the main contributors of traffic accident in the city.

Figure 4.3: Major causes of Traffic Accident in Addis Ababa

Source: Survey data 2014

Data collected from field survey conducted on private and commercial drivers in the city reveals
that the poor condition of the road, lack of parking space, concentration of economic activities and
services in certain areas, inadequate traffic facilities such as traffic lights, signs, crossing marks are
the major causes identified for the occurrence of traffic accidents in the city.

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Moreover as they were asked about their awareness of traffic rules and their obedience for the right
hand rules. 80% of vehicles operators indicate they have a good knowledge of traffic rules but
among them only 27% say they strictly follow the traffic rules.60% agree they follow traffic rules
moderately and 13% never follow traffic rule and this is very alarming.

Figure: 4.4 Application of traffic rules by operators

Source: Survey data 2014

Operation on Addis Ababa city roads are governed by and enforced in accordance with the road
transport traffic control council of ministers regulation no.208/2011. As stated by a higher official
of transport bureau enforcement is one of the big problems the city is facing with the taxis and
motorists alike display a flagrant disregard for simple traffic laws. They also made the very
important statement that a crash is preceded by some form of traffic violation in almost every case.

This calls for a comprehensive enforcement and clear legislation with appropriate penalties that
accompanied by public awareness campaigns as a critical factor to reduce road traffic injuries and
deaths. Yet enforcement on the existing laws of road safety needs to be both improved and
sustained. The situation requires close collaboration between relevant leaders and government units
whose policies directly or indirectly impact on the safety of those on the road in order to halt and
reverse the current trend of increasing traffic death by recognizing road traffic injuries as an
important health and development problem and by intensifying support for prevention.

4.2.3 CONGESTION
The data collected from Addis Ababa transport bureau indicate that there are various arterial road
and roundabouts identified as major congested areas in all the ten sub-city under the citys
administration (see table 4.4 below). And as indicated in the report there are 55 major congested
areas in all the ten sub-city and 36% of the identified congested areas and roundabouts have no
identified alternative routes to be used as an alternative solution to the problem.

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Table: 4.4 number of Congested area in the city and causes of congestion
Ser. Sub City Congested area and Cause for congestion
No roundabout in
number
1 Akakikality 3 Too narrow roads
2 NifasilkLafto 7 Too narrow roads, road side parking
3 Yeka 3 Unavailability of alternative roads, road side parking
4 Kolfekeranyo 3 Unavailability of alternative roads
5 Lideta 4 Road expansion and development work, unavailability of
alternative road
6 Kirkos 8 Operators not using the available alternative roads
7 Gullele 12 Poor road condition, unavailability of traffic signs,
increased number of bus stations, too narrow road,
unavailability of sufficient pedestrian walkway
8 Addis Ketema 3 Too narrow road and roundabout, road side parking
9 Arada 8 Road side parking
10 Bole 4 Entering and exiting of heavy trucks in the area, too
narrow road , tax terminals with too many vehicles at a
time
Total congested Area 55
Source: Addis Ababa Transport Bureau 2014

The survey conducted also revealed that 68% of the respondents often experience traffic congestion
daily, 20% of them experience traffic congestion at interval of 2-3 days per week while 12%
experience congestion once a week. This is an indication of a high degree of traffic congestion in
selected areas of the city (from Kolfe18 to Autobis Tera and Aratkillo to piazza and Merkato).

Table: 4.5 Traffic congestion occurrences in the selected area

Frequency Percentage
Everyday 34 68%
2-3days in a Week 10 20%
Once a Week 6 12%
Total 50 100%

Source: Survey data 2014

4.2.4 CAUSES OF TRAFFIC CONGESTION

As indicated in the table 4.5 below, too narrow roads, poor road condition, unavailability of traffic
signals, pedestrian walkway and alternative road, increased number of bus stations to be among the
major causes of congestion identified by Addis Ababa transport bureau.

On the other hand among various causes of traffic congestion in the city, 89% of the respondents
indicate that concentration of work trip in time and 83% of the respondents put unplanned stoppage
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and parking of cars on the road side as major causes of traffic congestion in Addis. Correspondingly
more than 50% of the respondents have put shortage of infrastructure supply, too narrow roads,
reduction of road space due to road construction and maintenance, street trading, traffic rule
violation, population and economic growth as major contributors to the occurrence of traffic
congestion.

Figure4.5: Major cause of Traffic Congestion in the city

Source: Survey data 2014

Congestion in the city is the impact of poor lane discipline by drivers, especially at traffic junctions
which deteriorates the already overcrowded junction situation. Furthermore, frequently jump red
lights and block the intersection, causing further traffic congestion. These problems are
compounded by poor enforcement practice by the responsible officials are the main causes of traffic
congestion identified by key informants at the transport bureau.

Similarly from the operators point of view, the main cause of congestion the city road is traffic rule
violation, too many vehicles on the road than the road can bear, inefficiency of traffic police, and
reckless public bus operators are the major causes. But there are some other things that vehicle
operators think are responsible for traffic jam in the city like parking problem, poor signaling, and
trucks operating at rush hour of the day.

The road sides are also characterized by poor drainage and sewerage system and a lot of pits on the
road that are dug by different institutions for different purposes are the ever living obstacles that
make the traffic flow sluggish.

4.2.5 ENVIRONMENTAL PROBLEM

Traffic is the main cause of air pollution in urban area. Thus, the main causes of traffic pollution
among others are use of old vehicles and poor maintenance, lack of regulatory framework to control
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the use of old vehicles and lack of clean fuel for consumption of the vehicles in the city are
identified as the major contributors of traffic pollution in the city which is ascertained by almost
67% of the respondents under consideration.

Figure4.6:MajorconstituentsofTrafficpollution

Source: Survey data 2014

Table4.6: Vehicles with more than 15 years of operating life

Types of 2011/2012
vehicle >15 Years Total No. of Vehicles Percentage
Taxi 11,943 18,388 65%
Lada 379 773 49%
minibus 10,764 15,501 69%
Midi bus 800 2114 38%
Vehicles 61,552 93,968 66%
small veh 57,474 81,204 71%
6-10 seat 4,078 12,764 32%
Buses(all type) 1,647 2,645 62%
Fuel tanker 871 3,123 28%
Dry cargo 60,250 133,283 45%
Total 136,263 251,407 54%
Source: Addis Ababa Transport bureau 2013

Table 4. 6 above reveals that 54% of vehicles operated in the city have more than fifteen years of
life time with a smoky trail of pollution leaving from their tail pipe. city though old and low
capacity vehicles could not and would not solve the problem of transport for better even with the
upgrading and expansion of the road infrastructure, it rather creates further congestion, bad traffic
accidents and environmental pollution. However the city has no Act that prohibits importing old car
to the city.

Due to the high import taxes on new vehicle, most resident of the city could not afford to buy a new
or below five years used vehicle. It seems that the government is giving less attention to the fact that
how old vehicles are damaging the environment and how much foreign currency goes to import
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spare parts. Responses from officials from the transport bureau also supports this fact that there has
been no attempt made to control vehicular pollution in the city so far and it can be argued that
nothing has been done in this aspect of transport in the city.

4.2.6 PARKING PROBLEM

Parking today is a major challenge in the city. Though on street parking facilities are provided on
many routes in Addis, but increased car ownership has rendered them grossly inadequate. The
parking problem is more acute on major arterials which provide access to centers of activities in the
city. As indicated by official in the transport bureau, the expectation is that government offices,
public buildings, hospitals, schools, shopping centers among others should provide within their
premises either on, above, and below the ground parking facilities. But callers to such premises are
usually denied parking thereby compelling them to park on the roads and made to pay for short-
term durations. Unfortunately, off street parking facilities are generally absent in most parts of the
city. Thus, parking has today become a major obstruction to smooth flow of traffic in the entire
capital territory.

As the respondents drivers express the magnitude of parking problem in the city, 80 % of the
commercial car drivers state that they are forced to stop and unload the passengers in the middle of
the road due to lack of on-street parking or terminals sufficient to bear the volume of traffic
operated in the area.

In general, the city vehicular traffic problems are many fold and their causes also vary depending on
the nature of the problem. But considering the number of accidents, congestion, parking and
pollution in the city and their causes, traffic problem of the city is mainly caused by poor and
inefficient road management especially poor implementation of traffic inspection and enforcement
mechanisms. This situation calls for an effective traffic management which can cope up with the
available road network and volume of traffic operated in the city with all required capability,
techniques and tools.

4.3 TRAFFIC MANAGEMENT PRACTICES IN ADDIS ABABA CITY

Though, traffic management is an essential element of good city governance, traffic management
policy and measures were not given due attention by city administration. In spite of the fact that an
increase in the levels of car ownership, development of the road network and the severity and nature
of traffic problems faced within a city the city traffic management was being deserted for the last
several years.
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Even if there is no single, full-fledged/consolidated traffic management policy, considering the

essentiality of improved traffic conditions in the city as a general direction sound transport policy
that raise and depict some important elements of cities traffic management is formulated in the year
2011with a strategy to make the most productive use of existing roads, traffic systems and public
transport by improving operational efficiency and quality, to reduce the social and economic drain
arising from accidents by improving the safety and security of the road based transport system and
to reduce vehicle emissions and other adverse impacts.

The major aim of traffic management as stated in the transport policy is to ensure traffic
management system that enable to provide efficient traffic flow, safe and comfortable transport
service in the city; to mitigate congestion and traffic accident in the city; to benefit from the city
transport infrastructure and services in its proper and coordinated way in economic manner; and to
ensure pollution free transport system and to enable the users and implementing agencies to follow
and enforce currently required traffic flow system. Moreover, traffic management is formulated to
drastically reduce the loss of life and property caused by road traffic accident.

4.3.1 Main Policy Issue and Strategies

Many of the traffic congestions and road safety problems in Addis Ababa attributed to inefficient
use of road networks, weak enforcement capability and poor design of roads. More over poor
traffic management with uncoordinated activity, scattered structure implementing agency, low level
awareness of user etc are the main rationales for the formulation of the policy. Thus the main
policy issue relation to traffic management employed in the transport policy of the city includes:
The construction of infrastructure network like road network, roundabout , junctions
pedestrian walk ways, traffic signs and road markings, parking spaces and terminals and
service provision in a way that facilitate the traffic flow
Take an awareness creation measure to the urban transport users so as to enable them to use
the transport network, system and traffic laws properly and respectfully.
Establish a traffic operation center in order to direct the traffic management with modern
knowledge and technology support.
Coordinate an office responsible for administer and control the transport system in the
principle of accountability and efficiency;
Provide fast, reliable and accessible transport service by concentration on mass transport
priority and using the necessary technology.

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 Provide immediate and coordinated response to traffic accident;

Practice off road parking services by discouraging road parking and opening main road for
traffic;
Guide traffic safety strategy based on long term vision and detailed program and take
measure to coordinate sector effort.
Upgrade and ensure traffic safety, accident reduction, drivers professional ethics and
vehicles technical fitness.
Establish traffic safety council at different level involving stakeholders and city residents in
order to coordinate and enhance participation in minimizing traffic accident;
Employ efficient urban logistic services
Thus, basing the policy formulated with relation to traffic management system in the city, the policy
document establishes strategies to:
Ensure proper functioning of traffic signals, signs, road markings, roundabout and junctions
that facilitates to smoothen the traffic flow ,ensure periodic maintenance and avoid the
traffic signals;
Follow up that parking areas do not affect the traffic flow; design and implement parking
lots or parking buildings by identifying high traffic locations;
Supervise that terminals loading and unloading places are properly constructed and
functioning, avoid the uncomfortable ones, facilitate to construct the new ones and
implement it;
Perform continuous awareness creation works to the users about traffic education in
residential areas, health centers, work places, recreational places, worship places; provide
formal and informal traffic education in schools; create conducive environment to
governmental nongovernmental institutions and the private sector to work in coordination
and cooperation so as to implement such activity as effective as possible
Ensure healthy, fast and cost effective transport services and traffic management,
responsible offices and their staffs shall get continuous training to enforce traffic laws,
perform supervision and control; assign organized manpower in quantity and quality that
can cover the responsibility of the offices and acquaint introduce them with modern
technology;
Reduce congestion, introduce variable/staggered working hours in schools and offices;
Enforce mobility of heavy duty freight vehicles and machineries in limited time and space;

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 Introduce towing track services to avoid traffic flow affecting vehicles created due to road
accident, or damage or illegal parking, encourage the private sector to participate in the
business
Introduce a system and build enforcement capacity to collect current information on traffic
accidents; and avoid such incidents that would cause other traffic congestion;
Coordinate participation of stakeholders to ensure that religious , public holidays and other
events do not affect the traffic flow;
Establish traffic operation center to realize close follow up of the traffic system through the
support of modern knowledge and technology;
Based on study prohibit vehicles not to pass through main trade and market centers;
facilitate special treatment, as the case may be, for high occupancy vehicles (vehicles more
than 5 seats capacity);
Improve the traffic flow through introducing traffic congestion pricing, pollution tax,
priority for mass transport, prohibiting street vending and animal movement on the road;
Implement one-way street, as the case may be, that may facilitate traffic flow and reduce
traffic accident; and
Ensure that non-motorized two wheel vehicles are giving service without affecting the
traffic flow, street cleaning and road side plant watering services shall be provided not
during pick hours.
Indeed following the issuance of city transport policy in the year 2011, the traffic management
bureau is established at the process level to implement specific traffic management related policy
and measure as it is dictated in the transport policy.

However, the office is not autonomous; its activities are mostly overshadowed by the road authority
as it is not organized with the sufficient material, power and competent and skilled human power.
Therefore we can say that the traffic management practice of city is at rudimentary stage which is
undeveloped institutionally regardless of the magnitude of the problem observed in the city.
However, with all its limitations the existing traffic problem situation is not without remedy. Since
its establishment the office has made efforts to curb the city traffic problem in collaboration with
road authority and traffic police office with the aim to improve and manage the transport facilities
and improving traffic system capacity, quality and safety.

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Thus, considering the stated strategic objectives, the study identifies the following major traffic
management activities as experienced by the related office of the government to curb the existing
traffic problems. These are known as three Es i.e. Engineering, Enlightenment and Enforcement.

4.3.2 ENGINEERING
Traffic management usually employs traffic control measures to direct a smooth flow of traffic in
the road network. Data gathered from the road authority indicates that corresponding to the road
construction and maintenance activities carried out in the city for the period from 2005 to 2013,
some traffic management tools installation and maintenance work has also been done by the road
authority.

Signing
There are three classifications of road signs in Ethiopia based on Vienna convention on road signs
and signals. These are regulatory which give notice, requirement or restriction; warning signs which
gives warning of a hazard ahead and information signs that gives information to users about the
route and about places and facilities of particular value or interest.

Table 4.7: Maintained and Erect Traffic Signs per year in km

Year 2005 2006 2007 2008 2009 2010 2011 2012 2013
Plan 900 900 800 600 600 338 660 726 726
Performance 610 570 725 615 738 366 434 960 1416
Variation% (32%) (37%) (9%) 3% 23% 8% (34%) 32% 95%
Source: Addis Ababa Road Authority bulletin march, 2014
Accordingly on average 715 traffic signs are maintained and erect per year in the city from year
2005 to 2013 for effective control and guiding function. But as indicated in the table above the
activity was under performance in most of the period under consideration especially in the earlier
period. A recent year performance however reveals that much attention has been given for
maintaining and erecting of traffic signs as the performance exceed 95% of the planed work for the
period. .

Road Marking
Road markings are integral parts of the road system. They convey important information to drivers
on the directions and the driving rules.
Table4.8: Traffic line marking per year in km
Year 2005 2006 2007 2008 2009 2010 2011 2012 2013
Plan 185 30 215 182.5 250 103 124 300 300
Performance 221 52.8 291.5 203.6 404.4 153.9 239.1 348 279.6
Variation % 19% 76% 36% 12% 62% 49% 93% 16% (7%)
Source: Addis Ababa Road Authority bulletin march, 2014

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The above table reveals that the lane marking work undertook for the period from 2005 to 2013.
The finding indicates that the work in this aspect of engineering measure has been performed better
than it was planned in all of the period under considered except in year 2013 which is performed
below the plan.

However, 70% of the respondents indicate as there is no sufficient traffic signing and lane marking
in the city with respect to the level of road constructed in the city. While 30% of the respondents
witness the sufficiency of the available signing and lane marking to control the city traffic.(see
Figure 4.8)

Figure 4.7: Adequacy of signing and lane marking in Addis Ababa City

Source: Survey data 2014

Traffic lights
Table 4.9: Maintained and installed Traffic Light per year in Number
Year 2005 2006 2007 2008 2009 2010 2011 2012 2013
Plan 16 13 14 20 20 14 13 13 13
Performance 15 15 10 18 76 15 17 14 7
Variation% (6%) 15% (29%) (10%) 280% 7% 31% 8% (46%)
Source: Addis Ababa Road Authority bulletin march, 2014

The above table indicates that the performances of the city on maintaining and installing traffic light
along the city road. A good performance in this aspect of engineering measure is registered in the
year 2009 while 76 traffic lights were maintained and installed city wide by exceeding the plan by
about 280%. However the performance in the recent years is deteriorated and registered a
performance as lower as 46% from the plan for the year.
Figure 4.8: Adequacy of traffic light in Addis Ababa City

Source: survey data 2014

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Similarly, 56% of the respondents said that there is no sufficient traffic light installed in the city
while 44% dictates there are sufficient lights available in the city road for the smooth flow of traffic
in the city.
Official in the transport bureau also states that the traffic lights already erected in the city are either
manually operated or operated through a computer chip. The automatic ones were supplied by
Siemens AG, the German electrical manufacture, while the remaining came from Dan Techno craft
10 years ago. The lights being outdated has made the location of spare parts to maintain damaged
ones difficult, according to the authority. As a result, hardly any of the lights work, creating traffic
jams in the city, especially during peak hours. The lack of functional traffic lights is also
characterized as one of the major contributors to accidents in the capital by the Addis Ababa Traffic
Police Office.

As a result most of the time traffic police are assigned at the intersections to handle the flow of
traffic. As it is described by traffic police official working at a full day at the intersection to regulate
the traffic flow whilst it is supposed be supported by the technology is in appropriate and become
cumbersome for the officials. As it is stated by the official in traffic police office the poor
management of the traffic makes traffic police in Addis Ababa busy all day.

Field observation in various parts of the city also revealed that very few traffic management
measures exist, and are not always well maintained. Traffic signs and road markings are inadequate,
not visible or non-existent, which receive little attention. Hence signal timings are rarely altered
(with changing traffic patterns), and many signals are now inoperative. There are 30 junctions in
Addis Ababa and many of the intersections are not provided with traffic light even if they are
installed as they are programmed for a fixed time and do not consider which line is more congested
and which line should be realized.

4.3.3 ENLIGHTENMENT PROGRAM

Enlightening the public about the traffic rule and regulation including program for drivers training
and testing, education and publicity programs are the basic things in traffic management activity.
The target respondents were requested to give their consents about the overall enlightenment
activities undertaken by the bureau so far.31% of the respondents indicate that nothing has been
done so far considering the magnitude of the traffic problem. However 61% of respondents
informed about measures taken so far in terms of educating the public as well as operators (drivers)
to curb the traffic related problems in the city. Thus ,the respondents pinpoint that different
awareness creation programs have been set to inform the users about the existing traffic problems,
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the required safety rules, traffic techniques and their application by using electronic and printed
media, by organizing traffic safety club and involving students involve in the safety educational
programs, providing traffic safety education in schools, working and residential areas .

However, as the respondents were asked about the adequacy and effectiveness of the program, 80%
of them said that activities performed in terms of educating the public at large about traffic related
problems and their solutions are very minimal in proportion to the magnitude of the problem. 31%
of the respondents suggested that:

The awareness creation program should be strengthened by widening the scope in terms of
area coverage and communication tools.

Special training program should be arranged basis for drivers at all level,

The road traffic safety programs program should be included as a full-fledged educational
program at the university level in order to create skilled manpower in the area,

Road traffic safety program should be included at the national educational curriculum so as
to change the attitude of the public about the seriousness of the problem.

The study finding indicates that traffic accident is mainly causes by the poor awareness level and
attitude of the public at large. These include the low level of road users training and competence,
drivers and pedestrians behavior and knowledge on road safety. This in general implies that the
level of public enlighten program is not to the level of requirement with respect to the magnitude of
the problem. It is very good that several radio and television programs are being transmitted to
create awareness about traffic accidents both for drivers and pedestrian. Changing peoples attitude
is not an easy task, therefore, such awareness creations programs should be more extensive and
diversified so that it would be possible to reach everyone in a different approach.

4.3.4 ENFORCEMENT
Policy, regulatory and enforcement actions are necessary and success depends on these as much as
physical measures. The new Road Traffic Safety Regulations of the Addis Ababa City
Government No 27/2009 is becoming effective at the end of 2009 (December 2009). After
restating the previous rules, the new law brought forward novel rules aiming at the reduction of road
accidents, which are threatening the good names of Addis.

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The issuance of the Regulations has many rationales. As the preamble states, "loss of life, property,
and economy of the city due to traffic accidents has reached critical level" and the emergence of
new technology, the appearance of new traffic offences, and the "level of development and modern
traffic system" were all recognized as rationales for the issuance of the Regulations.

Although the Regulations, are principally directed towards drivers (e.g. prohibition of use of mobile
phones while driving), some of them aim at controlling movements and actions of pedestrians (e.g.
crossing a road where it is not permitted), contractors (e.g. blocking pedestrians' road), vagrants (for
example, those who might tamper with traffic signs), etc. Depending on their gravity, seven
categories of offences were identified (calling for fees ranging between 60 and 700). In addition to
fines, temporary suspension (e.g. 3 months) and revocation / cancellation of a driving license (for
recidivism) are also other forms of penalties. However the issuance of new rules is not (and should
not be) all their implementation has to be ensured.

Enforcement of traffic regulations is exercised by Police and RTO staff. Fear of fine, vehicle
detention and cancellation of driving license force the drivers to strictly follow the traffic rules and
regulation. However, lack of essential instruments and coordination and due to corruption in the
concerned organizations, road users hardly hesitate to flout the rules.

Similarly, some of the respondents indicate that there is an initiation for the strengthening the
enforcement activities in collaboration with city traffic police by employing mobile enforcement,
a team base enforcement technique implemented to support the existing activity. However,
majority of the respondents also indicate that though different enforcement mechanism has been
set by the government, it is only put in the paper as no action has been taken thus far to implement
most of the enforcement measures. As some of them indicate there is no sufficient and qualified
man power to undertake the activities.

In their opinion, the police rather seemed to be interested in extorting money from motorists who
commit traffic offences and letting them go unpunished. From their descriptions, drivers, especially
the younger ones, perceived a conflict of interest situation and seemed incensed by the practice of
police officers also owning and operating commercial minibuses. According to them this situation
does not only lead to selective justice on the part of the police but also undermine the fight against
unsafe road use behaviors.

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4.3.4.1 Traffic Enforcement Measures Effectiveness on Curbing Traffic Problem

The respondents were asked to weight the enforcement measure employed in the city to curb the
traffic problems. While 11%, 28% and 11% of the respondents confirmed the effectiveness of
enforcement measure undertaken those far by weighing the extent as very good, good and
satisfactory respectively, 28% and 22% of the respondent put some reservation for the effectiveness
of the employed enforcement measure by responding the measures to be poor and unsatisfactory
respectively.

Figure4.9: Enforcement measure effectiveness

Source: Survey data 2014

As per the key informants at the transport office the problems are compounded by the fact that
traffic law enforcement is poor, thereby providing no incentive for drivers to follow the rules. Most
drivers prepare for such fines setting funds aside at the start of daily operations to sort out
encounters with enforcement officials. This makes such enforcement efforts less effective. Part of
the problem is that the fines are considered meager and easily affordable by Drivers.

The respondents also indicate that though enforcement measure has a vital contribution on curbing
traffic problem in the city, in the city under study context, the measures are not adequately and
properly implemented, there is so many inconsistency on the practice and it is not given much
emphasis on the matter specially on the implementation of the non-financial matters as it requires
resource allocation for the purpose. Most of the time the enforcement measures are expressed in
terms of fines but this types of penalty might not result in the expected output rather the measures
shall encompass some educational program is among the specified issues pinpoint by the
respondent.

This implies that because of weak enforcement implementation mechanism by the responsible
organ the traffic problem has worsened irrespective of different regulatory controlling measures are
proclaimed by the government. In the city financial penalties have become very popular

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enforcement mechanism. But the major problem is financial penalties are often inadequate and need
for regularly adjustment. Moreover the regulatory and controls measures need the appreciation and
understanding of people in order to get their acceptance. This implies that adverts, campaigns and
consultation must be carried out to ensure that people accept the law and appreciate is social benefit
as being the general good for all.

4.3.5 VEHICLES ROAD WORTHINESS INSPECTION

Vehicles shall be inspected for their road worthiness to minimize the risk of accidents, to protect
road from congestion occurs due to vehicles breakdown and to have air clear of polluted substances.
Thus the respondents were asked to give their consents how often does the vehicle inspection is
undertaken in the city. And almost all respondents state that the vehicle inspection is undertaken
every year. But when they were asked the adequacy of the techniques employed and the relevance
of inspection frequency on controlling the defect in the vehicles, 85% of the respondents indicate
that the techniques used to ascertain the vehicles road worthiness is very poor while 15 % of the
respondents state the techniques are good. Similarly on the major limitations of the techniques
employed, lack of employing modern inspection system ( i.e. employing electronic inspection
mechanism) ,lack of skilled manpower, failure to implement the required technique due to ethical
problems of the operators , the techniques focuses on the minor parts by not giving due attention on
the main matter need the assurance, the process is very much subjective to personal
judgment(biasness) and poor organization of the inspection enterprise are the major flaws
identified. Moreover, as some respondents indicated though the technique by itself has no limitation
the very problem is on the operators as they are very corrupt to pass the vehicle without even
making any prior inspection activities on the vehicles. And this type of problem is becoming high
as the inspecting activities has been outsourced to some private bid winners since the integrity and
trust worthiness of some of this organization on the ethical implementation has put as a doubt by
some respondents.

Moreover 60 % of the respondents suggest for the frequency of the inspection process as it could be
more appropriate if it is undertaken more often as well as taking on the spot checking as required.
Finally the respondents on this issue were also asked whether any action has been taken so far on
those vehicles not passing through the sated requirements 80% of the respondents indicate that there
isnt any known measures applied so far on those vehicles but, the vehicles which do not pass the
annual inspection couldnt get the pass inspection certificate and are prohibited to operate in the
city.

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4.3.6 PUBLIC COMMUNICATION

The target respondents also were asked for if there is a way of communicating the public about
public events, planned road work on some routes and if alternative routes are being publicized in
those conditions. Thus, while 44% and 39% of the respondents agree as information is given to the
public about planned road works and planned events respectively; the rest say that no sufficient
information is given to the public on those events. 56% of the respondents agreed on that, in line
with those events the public is being aware about the alternative routes corresponding to those
closed routs. Similarly 11% of the respondents agree that there is proper information is provided
about cycling and walking routs. However the rest of the respondents have given their consents as
either there is no public information provided to the public on those conditions or being neutral on
the matter.

Figure4 .10: Type of traffic related Information disseminated to the public

Source: Survey data 2014

In contrary a total of 75% of commercial and private operators indicate as no proper information is
provided by the responsible organ about planned events, and /or road work and alternative road
information to the public .while 20% state as the information are transmitted some times and 5%
being neutral on the case. Moreover the respective operators indicate that though the information is
communicated, its delivery is very late.

In this regard while radio broad casting is identified as a major communication method to the public
about the above stated events as 83% of the respondents have put it as a major way of addressing
the public on the issue. Yet use of traffic channeling and text messaging also are identified as
alternative ways of communication with the public during those events. (Figure 4.11)

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Figure 4.11: Method of communicating the public

Source: survey data 2014

4.3.7 DRIVERS TRAINING, TESTING AND LICENSING

In recognition of the traffic accident occurs in the city and due to deficiency of drivers licensing and
to create a uniform, standard and effective system of driving licensing free from corruption and
bureaucracy nationwide, a new proclamation (No 600/2008)revised in line with transport regulation
468/2005 and improves these shortcomings is enacted. The new proclamation categorizes driving
licenses in to several groups requiring passing through special theoretical and practical training and
testing for each category as well as the holder of lower qualification to higher qualification. This
theoretical and practical training curriculum and examination for each driving license category are
prepared with the help of Ministry of Education and supported by computerized system. Hence the
system has made a contribution to the enhancement of driving licensing standard and to clear the
fraudulent loop which was the chain creating drivers who are lacking the required skill and safety
awareness.

However, with all of its improvement, the issuance of driving license is not without some flaws, as
it is mentioned by the officials in the transport bureau though there is a standardized licensing
system nationwide. There is no central data base that registered and holds a record of licenses issued
in all region of the nation. As a result the situation creates an opportunity to the drivers to have two
or more driving licenses issued at different regional transport bureaus. For instance an operator in
Addis Ababa might have a driving license issued by Addis Ababa transport bureau as well as
Oromiya transport bureau. This and other things like some fraudulent activities in the respective
regional as well as self-administered cities create a burden for the traffic enforcement measures
exercise in the city and questioned its effectiveness.

Participant drivers described how they learnt to drive and pointed out that their training has a
bearing on road use. They said almost all drivers learnt driving through formal driving training.
However, some of them, especially the older drivers, seemed to recognize that the current spate of
reckless driving on the part of young drivers stemmed from the inadequate training they underwent.

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In their opinion, the inadequacy of driver training especially among the young ones is assuming
dangerous dimensions and appears to be a source of worry for everybody.

4.4 INSTITUTIONAL ARRANGEMENT & AGENCIES INTERLINKAGE

It is fundamental to the development and implementation of a successful traffic management (TM)

program that there exists, or is created a city based traffic management agency with well-defined
responsibilities and accompanying powers to fulfill the tasks required for effective traffic
management; an institutional framework which recognizes and legalizes, the formal role and
responsibilities of the traffic management agency in relation to the traffic police and all other
agencies with interests in the transport sector.

4.4.1 TRAFFIC MANAGEMENT AND ROAD CONSTRUCTION

Coordination among various actors for the benefit of the overall objective of having a smooth, safe
and reliable traffic flows in the city is the concern of all.
Thus to gauge the degree of relation and coordination among the stakeholders in the traffic
management operational activities the respondent in transport planning and traffic management
office were asked if there is a coordination of their office and the road construction unit at the time
of road design, construction and maintenance work. Thus almost 90% of the respondents said that
though their office involvement is very crucial there is no clear arrangement to make them
participate in those matters thus far.

And they were asked about what their specific contribution will be if they have got a chance for the
participation,80% of the respondents indicated that their involvement is important as different
research work which might be a useful input for the designing of road in the area, to include various
traffic management techniques and safety measures by considering traffic volumes, vehicular
movement patterns, pedestrian movement and other related issues that might be useful for the
overall traffic management activity has been performed in their office. Beside other than the road
designing work, they indicate that their involvement during the maintenance work also important as
they have access to the internal and external information about the problem on the constructed road
which might need some modification in order to alleviate the observed problems which might be an
useful input for those units involved in the construction and maintenance work. Some respondents
also put the fact that the city transport infrastructure being led by urban planner rather than
transport planner as major reasons for creating some loopholes and the loosen coordination on the

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matters by stressing the consideration of transport planning importance on the road construction
process.

4.4.2 TRAFFIC POLICE AND TRAFFIC MANAGEMENT COORDINATION

Information about the overall vehicular road traffic patterns is the backbone of effective traffic
management action. Therefore the city traffic management unit seeks information on the conditions
of the roads, the level of accident on the specific area and their effect on the flow of traffic on the
road network. Considering this the respondents were asked how they get that information about the
condition of traffic in the city (especially road traffic accidents).

Figure 4.12: Method of gathering information about Traffic problems in the city

Source: Survey data 2014

The above Figure 14 reveals that all respondents put traffic police office as the main source of
information about traffic accident occurs in the city while 17% states the transport office has also
made some investigation by its own as a supplemental for traffic police information to acquire
information about the accident occurring in the city and 11 %of the respondents add the formal and
informal informants as a source of information in addition to the traffic police office report.

Figure 4.13: Adequacy of the acquired information

Source: Survey data 2014

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The respondents also were asked to rate the adequacy and relevancy information acquired from
traffic police office. As indicated in the above Figure 15, 83% of the respondents put their doubt on
the adequacy and relevance of the information obtained from the office.

Correspondingly they also requested to pinpoint the major flaws the information has that hinder
their effective operations. Yet the respondents indicated that the information are very poor as the
TPO has:

Poor information collecting and reporting methods(traditional method)

Poor record keeping system

Lack of sufficient skilled man power, lack of competency to undertook incident analysis

No particular consideration is given by the officers performing the task

Lack of Traffic control center and traffic management system ( intelligent traffic control
systems)

Information are not organized and are lately delivered and not simply accessible as required
Traffic schemes should be designed to minimize enforcement efforts and to design out the ability
and inclination for drivers to commit traffic offences. Nevertheless, this cannot be fully achieved
and traffic schemes will always require traffic police enforcement of regulation for success. More
importantly the respondents were asked to rate the traffic police contribution on law enforcement
activities.

Figure 4.14: Traffic police contribution toward enforcement activities

Source: Survey data 2014

Hence as the respondent level of rating the traffic polices plays an important role in the execution
of traffic related laws and rules in the city as 28 % of the respondents believe that they have a good
contribution while 33% have put their contribution at a satisfactory level. And as indicated in the

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Figure16 below, 28% of the respondent witnesses the poor and unsatisfactory contribution of the
traffic police to ward traffic law enforcement in the city.

In addition to that, though the traffic polices are important tools to apply traffic law enforcement in
the city, they have some weaknesses that in effect disturb their smoothly discharging of their
obligation. To mentions some of the flaws that are identified by the respondents that the traffic
polices have with respect of enforcing traffic laws:

There is so much ethical problems on the traffic police officers as they are involved in some
bribing activities,
They put themselves as a legislative organ rather than an organ which is assigned to execute
the specified rules and regulation they act at their will regardless of the rules and
regulations.
Limitation on the number of workforce assigned with respect to the volume of traffic and
road network,

This results in grossly ineffective traffic law enforcement permitting operators and other road
users to behave the way they like. Available transport infrastructural capacities are sub-
optimally utilized, allowing current usage to impact so negatively on the environment and
leaves the operation of vehicles on the roads virtually in the hands of nobody.

4.5 CHALLENGES IN TRAFFIC MANAGEMENT PRACTICES

Cities today are faced with a number of problems with respect to traffic management, as their
expansion has significantly increased transport demand. Municipalities and transport authorities
face the challenge of meeting this demand in the most efficient and sustainable way. However the
range of solutions that can be applied is constrained by many limitations. The respondents were
asked for if there are any internal and external factors that hinder the traffic management activity of
the city. Thus the respondents indicated the major internal and external factors that affect traffic
management activities in the city. Based on their responses the major internal and external factors
identified are listed here under:

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4.5.1 INTERNAL FACTORS HINDERING EFFECTIVE TRAFFICMANAGEMENT

PRACTICE

Undefined Institutional Arrangement

Efficient traffic management and operations require a competent professional agency working
within a well-defined institutional structure. Institutional arrangement for traffic management is the
key element of a successful traffic management system. In Addis Ababa city, institutional
arrangements for traffic management are weak, and the meaning of the term traffic management is
undefined and its status is low and overshadowed by road authority and often city governments does
not yet recognize its importance.

The traffic management office is under resourced and lacks adequate powers to initiate policy and
to implement comprehensive schemes and it compromises with road authority and other agencies.
The boundaries of traffic management responsibilities are neither clearly defined nor are there
mechanisms for co-ordination between the authority and other agencies like traffic police office.
This can lead to:
o protracted periods for scheme implementation as agencies try to reach consensus as
everything is expected to be done after the establishment of committee member
representing each agencies involve in the scheme;
o abandonment of schemes due to failure to reconcile the views of different involved
offices;
o address the problem with prolonged delay,
o fundamental differences of view on traffic policy;
o Unilateral action by one agency (typically a road building agency with its propensity for
road expansion) which can undermine the objectives of a traffic management agency
attempting to balance demand and supply and to favor most efficient modes.

Lack of Sufficient and Competent Man Power

Development and implementation of traffic management measures requires specialized staff skills
and intensive professional staff input. The respondent says that the city traffic management office
lacks these necessary staffing and staffing skills. Considering the magnitude of traffic problem in
the city, the number of staff assigned to undertake the activities is only eleven (11), which signifies
the level of recognition provided to the issue.

The lack of status and recognition of the importance of traffic management by cities means that
there is often no career structure for staff in traffic management and this is compounded by the
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likelihood of changes in staffing due to political changes. Unless a traffic management agency has
both the necessary a) status, powers and funding and b) technical capability traffic management
schemes and policies cannot succeed.

Weak Human resource management

People are any organizations most valuable resource, and without dedicated, knowledgeable and
motivated employees, the best plans will never be successful. Thus, it is necessary to provide traffic
management staff with status, career paths and reasonable salaries otherwise it creates workforces
with no initiation and satisfaction for their jobs. The staffs (respondents) asked to give the level of
satisfaction with their job .Accordingly, while a total of 70% of the respondent have specified their
dissatisfaction with their jobs, 30% of the respondents have a satisfaction with their jobs at a
different degree of satisfaction level. (Figure 4.15)
Figure 4.15: Staffs level of satisfaction

Source: Survey data 2014

The respondents put the level of their salary and the condition of their working environment as the
major bases for their dissatisfaction in their work. In this regard while 72% of the respondents put
recognition, salary, promotion allowance, award and conductive environment as motivating factors
for their better and effective performance on their jobs, the rest stated none of those things add to
their level of satisfaction rather as indicated by some of them they like to see change in the overall
traffic management and transportation service in the city. (Figure 18)

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Figure 4.16: Staff Motivating factors

Source: Survey data 2014

The respondent said that the bureau doesnt make any effort to alleviate the staff job satisfaction as
well as to acquire the better performance form the staffs. As almost all rated the level of effort made
by the bureau as poor or unsatisfactory.

Poor Training and Development

Successful and sustained traffic management requires adequate number of trained professional staff
in the traffic management office. In the context of the study focus, the respondents wereasked how
often they attend technical and professional development programs. (Figure 19)
Figure 4.17: Staffs participation in training program

Source: Survey data 2014

As indicated in Figure 19above, majority of the staff do not participating in skills development
program. Traffic management requires a trained staff as TM is not an established part of
universities-collage-institutes curricula in the city.

Lack of operational and implementation resources

The respondents indicated there are no separate resources which are autonomously administered for
scheme planning, designing, implementation and recurrent costs of operations, monitoring etc.
Rather, the traffic management is both dynamic (measures should respond to changing traffic

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conditions) and staff intensive for preparation, planning, design and operation. The lack of
recognition that traffic management agencies need continuous financing has resulted in failure of
agencies (i) to maintain, monitor, modify and optimize schemes once implemented and (ii) to
recruit and retain adequate qualified staff to carry out their activities. Continued traffic management
requires the provision of adequate on-going budgets for planning, designing, implementation and
monitoring of measures. Therefore the issues need to be put in mind for consideration since
sustainable, successful traffic management in a city is impossible without a competent traffic
management agency with adequate powers and financial resources.

Traditional Management Technique

Intelligent Transport Systems (ITS) seem to play an important role in urban traffic management, as
cities place them fairly high in their priorities. They are generally considered as offering potential
solutions to many of the cities problems, with the vast majority of the cities having implemented
ITS technologies in terms of providing information to the public and facilitating traffic
management, or planning. The respondents indicate that the application of modern technology
(ITS), nevertheless, have to date not been quantified and as such, no concrete application
framework exists.

4.5.2 EXTERNALFACTORS HINDERING EFFECTIVE TRAFFICMANAGEMENT

PRACTICE

Poor Integration among Various Stack Holders

The multitude of institutional interactions necessary in order to optimize transportation operations
further challenges the agency. Traffic can seldom be managed unilaterally if optimal conditions are
desired. Travel patterns require interaction between agencies within jurisdictions and across
jurisdictional boundaries. Thus, the actions of one agency may greatly impact the conditions under
which another must labor, and the ability of an agency to optimize travel conditions will almost
undoubtedly depend upon cooperation between several agencies.

According to the respondent the city traffic management is undertaken in a very fragmented manner
involving three responsible organs like, ACRA, AACRTB (transport branch) and Addis Ababa
Police which creates a loophole in the implementation process. Interagency cooperation should be a
part of every phase of the TM, from planning through operation and maintenance. In order for the
agencies to work together effectively, there should be governing mission, vision, strategy, goals,

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and objectives related to the TM. These should be clearly traceable to each agencys own defining
statements.

Lack of Recognition
In the city, traffic management is not seen as a distinct function or discipline. Among politicians,
and some specialists, the views prevail that (i) traffic problem can only be solved by massive
capital investment in, possibly light rail, or road building and that traffic functions are of
considerably lesser importance and (ii) traffic management should be undertaken as a by-product
of the work of various other agencies such as the roads department or the traffic police or by low
level, inadequately funded and trained local councils. Road building seen as a solution to traffic
problems, but, experience shows that new roads alone will not be a long term solution there is a
need to address safety and to ensure that the road network is used effectively.

Poor Enforcement Capabilities

Most traffic management measures require enforcement of traffic regulations. Clearly, schemes
should be made as self-enforcing as practicable through physical means but there will always be a
need for the enforcement of the regulations by the traffic police. Many traffic police forces in the
city are under-trained, under-equipped and have little understanding of the aims and objectives of
traffic management. There is also the issue of corruption. Generally, for traffic offences, traffic
police either issue on-the-spot fines or issue "tickets" for later payment. In both cases, it known that
bribes, lesser than the statutory fines, are paid to some traffic police. There is no use of automatic
enforcement procedures for traffic offences such as cameras capable of number plate recognition
and which track and counter check the activities of the traffic police assigned as a result the
condition create a room for the enforcement mechanism to be at the will of the assigned traffic
police in the area.

Poor Integration between Transport and Land Use Planning

Land-use planning is a very useful tool to guide the development of a city and to attain the desired
land-use pattern. The most commonly used planning tools include master plans, strategic/structure
plans and local area plans. These plans should be formulated by adopting integrated land-use and
transportation planning strategies to address transportation-related issues. Since traffic management
and urban land use are inseparable as enough space need to be set aside for wider roads, parking,
pedestrians and cyclists. Moreover, strongly coordinated transport and land use policies allows to
proactively and beneficially manage the scope and nature of urban travel demand and thus reduce
the incidence and severity of congestion However, Transport planning, as an on-going and continual

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process, is not undertaken in any serious manner by the city and the city has no transport planning
until recently developed transport plan which is not being put in action yet.

Poor Data Base System

As indicated by the informant, there is inadequate sanctions for violation of traffic regulations the
levels of fines for breaching of traffic regulations is inadequate and act as no constraining to drivers
who contravene regulations for instance one operator might commit traffic offence many times in a
month period and received the ordinary financial fines. In this case since there is no central and
integrated data system which record the individual offence occurrence in the period of time in the
city as well as nationwide it would be difficult to track the operator and put him/her in the next
higher level of regulatory punishment like suspending the driver license for some time, and making
the operator to attend some educational training program before issuing back the license etc. is
becoming difficult task for management.

Moreover data gathered from traffic police office indicates that the city traffic incidents occurrence
has recorded and reported manually there is no established system of accident data bank at the
traffic office which store data useful for traffic management to carry out some remedial measure as
need

4.6 PROSPECT IN TRAFFIC MANAGEMENT

The growth in the population i,e, 2%-3% leads to increased demand for travel and population
pressures which in turn leads to spatial expansion of the city areas and to increased journey lengths.
Moreover growth in city economies and household and personal incomes lead to further increase in
travel demand, car ownership and car use. These factors, together with the inability, the cities to
plan transport systems, to manage travel demand, to relate land use and transport and to provide
adequate resources for transport coupled with the high cost of facilities (particularly capital
intensive mass transit systems), combine to produce the common transport effects that are seen in
the city today like increasing traffic congestion; increasingly high costs of travel; high levels of
(road) accidents; and increasing road traffic related emissions and atmospheric pollution. One way
of tackling the observed problems the establishment and implementation of sound traffic
management to make the most productive use of existing roads, traffic systems and public transport
by improving operational efficiency and quality . Nevertheless, regardless of seriousness of the
problems the role of effective traffic management practice is not given that much attention so far.
Ultimately, it is impossible for the city to construct enough roads or to create enough capacity by
supply side traffic measures to cater for full, unconstrained travel demand by motorized transport. It
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is demanding at some stage; have to adopt some level of traffic management as part of an integrated
transport strategy.

In general term traffic management embodies a wider concept and is concerned with the
comprehensive management of the road based transport system and deals with policies and
measures for the entire urban transport system including traffic circulation, public transport on-
street operations, management and control of parking, servicing and access demand management,
enforcement of traffic regulations ,road safety, pedestrians bicycles and other non-motorized
vehicles, commercial vehicles management and environmental management (such as traffic
calming). However the city should adopt what is best measure work depending on the size, level of
development, level of traffic problems, and traffic characteristic of the city and enforcement ability.

As it was mentioned in the previous section of this chapter the city traffic management practice is
very weak and the activities that are done so far are not that much satisfactory to worth mentioning .
However, with all the problems confronted by the responsible organ has initiated some short,
medium and long term activity plan by organizing a unit at the project level to identifies the nature
and cause of traffic problems in the city and to develop some remedial measures that would curb the
traffic problem in city in the future.

Introduction of Bus Rapid Transit and Light Rail

Traditionally, traffic management has been involved with the development and application of
measures directed at optimizing the efficiency of urban road infrastructure. Recently, the emphasis
has been more towards promoting a modal shift in favor of public transport and other
environmentally friendly modes. However, the public transport especially mass transit service in the
city is very weak with respect to the magnitude of the transportation demand observed in the city.
That is mini and midi buses, small taxi (Lada) as well as city busses are the major provider of public
transport service in Addis Ababa. Among all city bus (Anbessa) has the major modality share rout
network coverage in the city.

Hence recently the Ministry of Transport adopts a plan to reform the public transport and invest in
mass rapid transit solution as a supplement of the existing public transport service. The aim is to
implement a network of 7 Bus Rapid Transit Corridors as well as Light Rail Transit during the
coming few years.

Bus Rapid Transit (seven lines): Those lines were designed to serve the main areas of the city and to
feed and complement the two LRT lines:

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B1: Ayer Tena Tor Hailoch Wingate

B2: Gofa Gabriel - Mexico Merkato Wingate
B3: Gofa Gabriel La Gare Gulele
B4: Megenagna Arat Kilo ShiroMeda
B5: Megenagna Bole
B6: Bole Airport La Gare
B7: TorHailoch Lideta Kera Bole

Light Rail Transit lines (North South and East West axis):

L1:AyattMegenagnaTorHailochAyerTena
L2: ShiroMeda Merkato La Gare Kaliti

Mobile Enforcement Team

Among the major flaws identified in the existing traffic management practice is the inadequacy of
traffic law enforcement in the city. The team has developed a remedial measure that is used as a
support for the existing enforcement activity undertook by the traffic police office, called Mobile
Enforcement. It is the application of Mobile enforcement work force that controls the overall
application of traffic rules and regulations in the city roads. The workforce is composed of the
traffic police, traffic management officer and drivers. The initiation is to stop the practice of unsafe
driving which are identified as major causes of traffic problem like accident, congestion and
enforce the law on the spot. The mechanism is believed to curb the existing traffic problems which
were worsened by weak enforcement practice carried by the traffic police and also to curb the
existing corruption loopholes that are practices by some traffic police.

Geometrical Improvement work

Similarly, as it is mentioned by the higher officials in the transport bureau, that there is plan to carry
some geometrical improvement work i.e. redesigning the existing infrastructure work on the
roundabout to curb some traffic congestion problems. Similarly, some respondents indicated that
some work has been done to smoothen the traffic flow like identification of major black spots to
address the problem and the implementation of yellow box (road traffic control measure designed to
prevent congestion at junctions by prohibiting vehicles from entering in to the area so marked
unless their exit from the junction is clear) is the major one formulated as a short term plan.

Transport planning
The city thus far has no transport planning, but recently a transport planning manual has been
developed to improve city planning, in particular in the integration between transport and land use
and social and economic activities. Moreover to ensure that all transport investments are evaluated

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objectively, prioritized and targeted within realistic budgets so that transport policies and measures
are economically, financially, operationally and environmentally sound, are sustainable and form a
realistic implementable program;

Establishment of Central data base

Establishing vehicle registration and driving licenses central data base at the city and national level
in collaboration with the regional transport bureau is also the future medium term plan that is
initiated to standardize and capacitate the controlling mechanism nationwide. Further, modern
traffic management practices by establishing traffic managing centers, implementation of GIS
technology and traffic intelligence services in the future as a long term plan need to be introduced.

Smart parking system

Whether parking management and control is achieved by physical control of the total number of
parking spaces in given area or by setting pricing for parking spaces to control demand parking
imposes limitations on user choice and aims to modify user behavior. Parking in Addis Ababa is
mostly done on the street and like the drivers complains it block major transpiration arteries. The
parking problem in the city demands sufficient off street parking supply. Thus, facing with the
growing economic pressure on the city transportation, supply-side measures called Smart Parking
System is projected seeking to provide a more balanced view of parking demand and supply and to
provide additional capacity or improving traffic flows by reducing bottlenecks in the city. Yet the
implementation of the parking measures requires a convenient level for parking areas and an
agreement with local authorities and private firms to implement the parking system.

CHAPTER FIVE
CONCLUSIONS AND RECOMMENDATIONS

5.1 CONCLUSIONS
The increase in economic activities of the city has resulted in a massive migration from different
parts of the country as well as from abroad. This resulted in a tremendous population growth and
spatial expansion of the city which demand traveling of longer distance than in the past.
Correspondingly, several roads are constructed to accommodate the increased mobility demand.
However, increase in car ownership and car use and the inability of the city to plan transport system

72

in relation to land use in the city creates the common transport problem like congestion, accidents
and shortage of parking and public transport facility at varying degree in most parts of the city of
Addis Ababa.

Thus, traffic management as a set of strategy should be an integral part of a balanced transport
strategy in any well run city with all its general rationale to make the most efficient use of traffic
and transport facilities, to reduce delay due to congestion and ultimately to improve safety. The city
traffic management office is established at the process level in year 2011 following the issuance of
transport policy of the city. The office in collaboration with other agencies like road authority and
traffic police office has some initiation and activities to curb the traffic problem observed in the city
through arrangement of public enlightenment program, involve in studying and identifying major
black spots and congested areas that call for the application of some traffic management tools and
engineering works and taking the required controlling measure as a remedy for the problem.
Moreover the office is striving for the proper application of rules and regulation in collaboration
with the city traffic police for the efficient utilization of the available road network by the operators.
However, the study found that these traffic management activities are very few in relation to the
magnitude of the problem observed in the city.

However, traffic management in the city is very minimum and infant in its establishment and
organization in the city. However, the office has not yet operated autonomously; rather the majority
of the office activities are undertaken by the unit at the road authority with minimum involvement
of the process. As a result many of the activities in traffic management aspect of the city are not
been accomplished though it is depicted as strategy in the respective documents.

Therefore the study further try to see the reason for this unsatisfactory performance and it is found
out that there are internal and external factors that hamper the traffic management practice as it is
required in accordance to the magnitude of the problems. As a result, the major internal challenges
that hamper the traffic management practice of the city are: undefined organization structure, lack
of sufficient and competent manpower, weak human resource management, lack of training and
development program, lack of operational and implementation resources and not supported by the
modern technology to practice the traffic management effectively and efficiently. Similarly the
study identified poor integration among stakeholders, not giving recognition for strong professional
traffic management by the higher government officials, poor enforcement capability, poor
integration between transport and land use plan, poor data base system are the major challenges
identified as an external factors that hinder the traffic management practice of the city.
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Despite all the above limitations various projects are formulated to address the traffic problem
observed in the city in the future. To mention some, there is an initiation to establish a mobile
enforcement mechanism to upgrade and uplift the existing practice, and to clear the existing corrupt
loopholes which exist in the current enforcement application practices. Project also initiated to
established a central vehicular and derivers nationwide data base to monitor and evaluate drivers
with bad driving habits and for further corrective action and also to ease the traffic law regulation
practice. More over to curb the existing parking problem in the city the implementation of smart
parking management practice is also formulated .Furthermore, transport planning is also
formulated. In addition, Bus Transit (seven lines) and Light Monorail systems are being introduced
in the city recently.

5.2 RECOMMENDATIONS
Considering the overall traffic management practices of the city and its flaws the following
recommendations are made to curb the traffic problems and also sustain the city transportation
system as a whole.
There is no doubt that cities require a high quality road network. However, experience shows
that new roads alone will not be a long term solution and that even with new roads, there is a
need to cater for efficient, to address safety and to ensure that the road network is used
effectively. Thus Traffic management is essential to meet these needs. Therefore higher
officials of the city should strengthen the unit to fulfill the traffic management with
innovative and responsive traffic management policies with city-wide powers,
responsibilities, staffing and funding that needed to plan and implement the policies.

When designing the infrastructure, it is important to take into account the application of the
full range of traffic management measures to be applied. The road network should be robust
enough to deal with recurrent conditions and non-recurrent and unexpected situations
incidents, events, construction and other unusual circumstances. It is needed to deploy
comprehensive and more effective traffic management measures at road construction sites by
building alternative road network to absorb fluctuations in demand.

A basic provision for the high quality and (where necessary) uniform application of traffic
management is the traffic management architecture. This consists of a description of all steps
needed to achieve effective traffic management: applied technology, organization, funding,
interoperability, legal aspects, etc. When such a framework is in place, a clear overview,

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 structure and a particular standardization (everyone uses the same definitions) emerge. It is
especially important that traffic engineering functionalities and requirements are linked to
technical developments, so that developments better match.

With a view to effectiveness, it is important for traffic management to be coordinated and

deployed network-wide. Only then can we really solve problems instead of shifting
bottlenecks and problems to different locations. Such a network-wide approach requires
cooperation among road authorities ,transport bureau and traffic management unit within the
city and between those government organ and respective regional bureaus for a common
goal, which makes it easier to share funding or for a joint project or research.

No matter how well the traffic management system is organized, the work is ultimately
carried out by individual employees. Training and education for these staff members also
deserve due attention. If we wish for traffic management to be effective, broader and better
coordinated there must be sufficient, competent and skilled human resource. Therefore a
continuous human resource development program should be established for the existing as
well the newly employed staffs.
Traffic schemes will always require traffic police enforcement of regulations for their
success. However traffic polices in the city are under-equipped, not well trained in traffic
management enforcement and nor do they appreciate the role and function of traffic
management. Improved and systematic training of traffic police is necessary to change and
enhance the existing working practice.

The development of existing traffic management schemes in the City is traditionally focused
on the legislation of rules and regulation, and their subsequent implementation or
enforcement. It is strongly recommended that the city through its planning and engineering
offices apply traffic engineering principles to improve the road facilities. Such includes the
provision of appropriate signage and road markings throughout the network and the
installation of traffic signals at critical intersections. The presence of traffic signals at
intersections would lead to more efficient progression of traffic (i.e., coordination of
intersection signals) and allow enforcers to better implement rules and regulations.

Delegating the vehicle inspection process to a private company approach is encouraging to

reduce the burden work in the transport bureau officials and to fill the technical skill gap in

75

 the office. However, close follow up should be maintained to ensure that the inspections are
carried out in the proper manner.

High quality, timely and complete traffic data are essential for the provision of timely and
correct traffic information and for the deployment of traffic management measures. In Addis
Ababa the vast majority of data are collected manually. The data must be collected at the
right places, measured with the correct techniques and the data collected must be well
combined. At this time, more integration is needed among the service providers (mostly
traffic police office) for providing the information, in order to improve response times and
the ability to respond quickly to the required remedial measure. Therefore, intelligence traffic
management system shall be deployed for a least in gathering and processing of data.

In general traffic management strategies need a high and continuing degree of political, institutional
and human resource commitment to ensure that their benefits are sustained and for this the
establishment of traffic management units with appropriate authority and ability to plan and
implement traffic management measures is essential.

Moreover, it is clear that as Addis Ababa continues to develop, it would have to exert more effort in
managing traffic and ensuring that its status will not be tainted by problems brought about by its
transportation and traffic system. As such, all sectors and stakeholders must pitch in to improve the
traffic situation. Participation would give people a sense of ownership of traffic management
schemes and guarantee success for the programs.

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AppendixI:QuestionnaireforTransportBureauofficials

Addis Ababa University, School of Graduate Studies

Department of Public Administration and Development Management
Challenges and Prospects of Traffic Management of Addis Ababa City Administration
Dear Respondents,
The aim of the research is to collect valuable information about the practice and challenges of traffic
management under the title Challenges and Prospects of Traffic Management Practices of Addis
Ababa City Administration .The data gathered from you will only be used for academic purpose, for
M.A. thesis in Public Management and Policy. Therefore your definite data and answers will be highly
appreciated and will be kept confidential.
Thank you for your cooperation
Instruction: Please oblige me by answering all questions by putting an X mark on your choice. Write
your opinions on some of the questions you are requested. You do not need to write your name.
PartI:Generalinformationabouttherespondents

Name of the office_________________________________

Your position______________________________________

Sex Male Female

Level of Education: BA/BSc degree and above

Diploma (12+2) Grade 12 complete and certificate (12+1)

Below Grade 12 Other (specify) ____________________

Years of work experience (total): 5 years and below 6-10 years

11-15 years 16-20 years

21years and above

PartII:Trafficproblems

1. What are the major vehicular traffic related problems in the city?
Absolutely Reasonably To some Not at all
significant Largely significant extent significant
Traffic accident
Congestion/jam
Air pollution
Noise pollution
Parking
Public transport
Other (please specify)

viii

 2. What are the major causes of traffic accident in the city?

Absolutely Reasonably To some Not at all
significant Largely significant extent significant
Drivers capacity and behavior
Failure to give the right of way for pedestrians
Over-speeding
Transporting passengers with freight vehicles
Excess loading
Violating traffic regulations
Unsafe behavior of pedestrians
Animals and carts using the road
Inadequate pedestrian walk way
Inadequate capacity to control roadworthiness
of vehicles
Inadequate enforcement of traffic regulations
Inadequate safety consideration of road
planning, and construction
Others. please specify

3. What are the major causes of congestion in the city?

Absolutely Reasonably To some Not at all
significant Largely significant extent significant
Shortage of infrastructure supply
population and economic growth,
Vehicle break downs
Traffic rule violation
Influence of land use pattern
Concentration of work trips in time.
Inefficient traffic police
Unplanned stoppage/ parking,
Poor Signaling
Lack of investment in transport infrastructure
Reduction of road space due to road construction and
maintenance
On street trading
Lack of bus terminals
Others. please specify

4. What do you think are the major constituents of traffic related pollution in the city?

Absolutely Reasonably To some Not at all

significant Largely significant extent significant
Poor vehicle maintenance
Lack of clean fuel
Lack of regulatory framework
Others. please specify

ix

PartIII:Trafficmanagementpracticesandchallenges

5. With respect to the identified causes of traffic problem what effort has been made to curb the
problems in the city?

In terms of engineering..
..
..
..
In terms of education.
..
..
..
In terms of enforcement.
..
..
..

Others (please specify)

6. What are the techniques been used to propagate road safety educational activities? (You can tick
more than one choice)
A. By including road safety in the national basic education curriculum
B. By organizing traffic safety club and making students involve in the safety educational
Program
C. By broadcasting road safety program and campaign through mass media, exhibitions
D. Other please specifies

7. Do you think the performed educational programs are sufficient/ adequate with respect to the
magnitude of the problem?

A. Yes B. No C. No Answer

8. If your answer for question no. 7 is Yes; please specify the change obtained with
implementation of the program.




9. If your answer for question no. 7 is No; what are the limitations?

10. How does your office participate on road design, construction and maintenance work?

 11. Do you think your involvement on the design; construction and maintenance work contribute
significantly in curbing the existing traffic problem in the city? How?

12. How often does the vehicle technical inspection being undertaken?

A. Every three month B. Every six month C. Every year D. more than a year

13. How do you rate the technique used and the frequency of inspection effectiveness on controlling
the defect on the vehicle?

A. Poor B. Unsatisfactory C. Satisfactory D. Good E. Very good

F. Excellent

14. If your answer for question no 13 is poor or unsatisfactory or satisfactory what are the
limitations of the techniques being used?

15. What remedial measure is taken on vehicles which do not qualify the road worthiness
requirement?

16. What is the management measures employed to control vehicular pollution problem in the city?

17. How does your office get information about the road traffic incidents that occur in the city? (You
can tick more than one choice)
A. By making its own investigation

B. From traffic police office

B. Through various formal and informal informant

C. Others (please specify)

xi

 18. Do you think the in formations are adequate and relevant to identify the cause and to take
appropriate remedial measures?

A. Yes B. No. C. No Answer

19. If your answer for question no. 18 is No; what are the major limitations?

20. How do you rate the performance and contribution of traffic police toward traffic law
enforcements in the city?
A. Poor B. Unsatisfactory C. Satisfactory D. Good E. Very good
F. Excellent

21. If your answer for question no. 20 is poor or unsatisfactory and satisfactory what are their
flaws?

22. Is general information provided to the public for:
Strongly Agree Agree Neutral Disagree Strongly Disagree
Planned event
Planned road work
Alternative routs
Public transport
Waking /cycling routs
Others please specify

23. What are the current methods of informing the public about situations stated under question no.
22(if any)?

Strongly Agree Agree Neutral Disagree Strongly Disagree

Web site
Radio Broad cast
Text message
Telephone
information line
Traffic message
channels
Others please
specify

24. How do you weigh traffic enforcement measures effectiveness (financial and non- financial) on
curbing traffic related problems?

A. Poor B. Unsatisfactory C. Satisfactory D. Good E. Very good

F. Excellent
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 25. If your answer for question no. 24 is poor, unsatisfactory and satisfactory what do you think is
the main reason?

26. Do you think the under listed traffic control measures are sufficiently/adequately available in the
city road so as to support the smooth flow of traffic in the city?

Strongly
Agree Neutral Disagree Strongly Disagree
Agree
traffic police
traffic light
Lane Marking
Signing
Parking restriction
Speed control
Others please specify

27. Are there any internal and external factors that affect the traffic management activities? Please
describe them.

.
..



28. Are there scientific and development activities employed to address road traffic problem and
sustain the smooth flow in the city? Please specify.

29. How do you rate the level of satisfaction with your job?

A. Poor B. Unsatisfactory C. satisfactory D. good E. very good

F. Excellent

30. If your answer for question no.29 is poor, unsatisfactory and satisfactory; what are the reason?




31. How often do you attend for a technical and professional development program (training
program) for better traffic management and operation?

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 A. Once in 3 months B. once in 6 months c. once in a year D. as appropriate E. never

32. What motivates you for better performance and effectiveness in your job?
Strongly Agree Agree Neutral disagree strongly disagree
Recognition
Salary
Promotion
Allowances
Award
Other pls specify

33. How do you rate the performance of your organization on promoting the above listed inspiration
to its employees?

A. Poor B. Unsatisfactory C. Satisfactory D. Good E. Very good

F. Excellent

34. Do you think the available staff is sufficient and competent with respect to the degree of the task?

A. Yes B. No C. No answer

35. Do you think that the materials and equipment are sufficiently available to undertake your job
efficiently?

A. Yes B. No C. No answer

36. If your answer for question No. 34 and/or No 35 is No, what do you suggest should be done to
resolve the problem?


37. What do you suggest/ recommend should be done to make the transport service accessible,
reliable and safe to the public in the future?

.
.
.
38. Any other information you want to add/ give?

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 Addis Ababa University

School of Graduate Studies, Department of Public
AdministrationandDevelopmentManagement,CollegeofBusinessand
Economics

Appendix II: Interview Guides

Dear interviewee, this study is about Challenges and Prospects of Traffic Management Practice in Addis
Ababa. Through the present study, this researcher hopes to gather relevant data that will provide useful
information to complement the overall traffic management practice in the city and those of the
institutions involved in traffic management campaign in the city.. Any information you
Provide will be held in strictest confidence and be used for academic purposes only.

Thank you!

Interview Guide for key Informants (Addis Ababa transport Bureau officials)
1. What local agencies (Ministry of transport, Police, city administration, Addis Ababa road and transport
office, private sector etc.) are involved in traffic management activities in the city? Please provide their
names and their roles.
2. What are the identified needs and objectives based program established for managing traffic in the city?
For how long has the program been set off?
3. Does your office have an operational plan that considered resources (number of staffs or resources
committed/available) to provide traffic monitoring and management activities?
4. Is the public involved in the traffic management scheme as an integral part of the planning and
implementation activities? How?
5. How do you rate the performance of traffic management activities with respect to the plan? What
percentage of your plan is accomplished for the current budget year?
6. Is there an established controlling and monitoring mechanism for measuring the implementation
performance? Is there an independent organ who measures the performance in terms of the plan?
7. How do you express the major changes (reduction in the traffic problem) that are being accomplished
subsequent to the implementation of the traffic management measures?
8. Is there a sound institutional arrangement for the planning, procurement and management of traffic
control equipment?
9. Do you have detailed information on individual road traffic accidents occurring in the city? Where do
you get that information? How often do you receive that information?

10. Are obtained information useful and adequate to identify the cause and to take appropriate remedial
measure? If no, what are their weaknesses, and how do they affect your performance?

11. Is there established system of computerized accident data bank to store detailed information on
individual road traffic accidents occurring in the city? Are they accessible?

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 12. Is there any external factor that obstructs your office role in performing traffic management efficiently
and effectively? What are they? How do they hamper your performance?
13. Is there any planned activities which are not performed due to resource (human resources, materials and
financial) constraints?
14. What your office has done so far to address the internal and external problem? (How do you think of
those internal and external problems can be addressed?)
15. Is there a technical and professional development program for the offices work forces in traffic control
and operation?
16. Do you think the traffic problems and worsen situation related to road network expansion, population
and motorization can be managed with the existing institutional structure?

17. Is there any effort made so far to direct the traffic management with modern technology support?

18. What activities does your office plan to make the road transport system suitable, safe and appropriate
for road users?

In terms of provision of public transport services?

In terms of facilitating pedestrian and cyclist lanes?

In terms of environmental protection?

Land use plan and transportation planning?( what is the link between transport and urban
planning?)

Interview Guide for key Informants (Traffic police officials)

1. What do you think are the major traffic problems in the city? Can you prioritize them please?
2. What do you think are the major causes of traffic incidents (accidents, jams etc) in the city?
3. What is your office duty and responsibility on addressing those problems?
4. How do you express the relationship and coordination between your office and Addis Ababa road and
transport bureau?
5. Does your office have information about the traffic management plan of the city?
6. Does your office activity plan consider the city traffic management plan?

7. How do you record and report incident information occurs in the city? (manually, electronically , real
time recording devices)

8. Is information on traffic incidents (car crashes, traffic congestion, etc.) shared between your office and
traffic management unit? When (during accident, after incident, regularly with some time interval) and
how are information transmitted?

9. Is there any remedial measures being undertook by Addis Ababa Transport bureau (traffic management
unit) by using your information as an input?
10. Is there a technical and professional development program for the offices work forces in traffic control
and operation?
11. Does your office adequately equipped with the required instrument to undertake the investigating and
reporting of traffic incidence in the city? If no, what are the major constraints?
12. In spite of the issuance of traffic rules and regulations, the traffic problems in the city are increasing.
What do you think is the major reason?

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 13. Do you encounter any problems to implement traffic control measure? What are those?
14. What do you think should be done in order to have a safe, reliable and accessible transport system in
the city?

Interview Guide for key Informants (Drivers/ operators)

1. How long have you been driving in the city?

2. Do you think the provided training is sufficient to qualify you for driving?

3. Have you ever encountered accidents while driving? Can you explain the accident occurrence?

4. What was the reason for the accident?

5. Have you ever been penalized? What was the reason? How?

6. How many times have you been penalized for one mistakes/error/offence?

7. What types of penalty fines you received for your mistake/error? ( financial or non-financial)

8. Where do you park your car? Why?

9. How many times do you service your car per annum?

10. Do you think drivers are governed by the rule of traffic control and safety instruments (like, traffic
lights, road markings, signings, sit belt, restriction of mobile phone use etc.)?

11. Have you ever participated in the road traffic related educational programs?

12. Do you found those programs useful? How?

13. How do you express the traffic police contribution for the smooth flow of traffic as well as reduction
of accident in the city? What do you think are their major flaw?

14. How do you get the general information about any plan events, planned road works, alternative
routes, public transport others in advance?

15. Do you find that information as useful? How?

16. Do you know whom to contact for any information, question and suggestion about the overall traffic
management activities in the city?

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