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Acknowledgements First of all my chief thanks goes to the Lord, God and I hold the greatest respect and thanks for my advisors, Dr. - Ing. Daniel Kitaw, Associate Professor in Mechanical Engineering Department, for his guides, instructing, advice, giving this opportunity and support throughout the entire dissertation. I feel I have really been lucky to be working with someone like him. I deeply thank my Co-Advisor Mr.Gulelat Gatew, for all what he delivered to me in weekly assessment and my progress during my stay in the university on the dissertation work; and also want to appreciate his valuable comment that makes me to think out of the box, which contributes much in the quality of my work. In third place I would forward my great thank to Ato Abebe Asrat Ethiopian Transport Authority who helped me in editing the paper and commenting with necessary data support. Next my appreciation goes to East shewa Police office, Oromia police Commission, Addis Ababa Police Commission, Ethiopian Road authority, Ethiopian Transport Authority, and regional police centers. I am grateful to my Brother Tesfaye Jilcha (Abera) for making the sun shine even the cloudiest day in monetary support and to my brother Girma Jilcha now passed by (God bless him), and his wife W/O Tejitu Teshager for sharing my life in all necessary material and ideas. I am lucky to have you. I really appreciate my colleagues for their invaluable idea shares Shewit, Dagne, Yenehun, Gezahegn, Netsanet, Ephrem, Desaleng, Tibebu, Tsige, Mihiret and the likes. Finally I appreciate W/O Yeshi Ayele for support of PC to edit and compile the paper with her valuable idea sharing. Kassu Jilcha Addis Ababa, September 2009
Abstract This thesis discusses the growing problem of road traffic crashes, particularly in roads from Gelan to Tukurwuha with particular reference to the magnitude, risk factors, interventions and counter possible solutions to so many problems of the roads traffic accidents. The 2004 World Health Report shows that of the 1.2 million people killed in road crash worldwide, 85% are in developing countries. The traffic police of Ethiopia usually reports human error, road environment and vehicle factors as the main causes of road crashes. However, little documentation is available on the broader underlying factors such as deficiencies in the breviaries changes, ineffective road safety legislation and enforcement, systems for data collection and management, and inadequate medical infrastructure for post-injury management in our country. Although a variety of road safety interventions have been successfully applied, little attempt has been made to promote and implement them. Every year, around 400 people are killed on Oromia roads and some are light and seriously injured [Federal Police Central Bureau]. The governments have launched several campaigns, such as “Think!” and Road Safety Campaign (RSC), to help people become aware of road safety issues and try to reduce road accident. This study tries to analyze the traffic accidents, and develop a preventive strategies and possible counter measures for the route selected. This thesis has main functions. The aim is to provide users with an understanding of the major causes of traffic accidents and present using several Statistical tools. The system, if developed to include the whole network in Galan to Tukurwuha, will support several target groups, viz. all road users, Traffic Police and the Emergency and Fire Service through to insurance companies, and local government. The ideal system will give people useful suggestions about how to improve road planning and traffic management. In this paper, a survey is done on current prediction models and visualization techniques. The study consists of two major parts: the first part gives detail about the road traffic accident condition on the routes implementing for road traffic management. In conclusion, the paper highlights the background of the growing problem of road traffic injuries in the rural and city along these routes and provides some basis for accident minimizing techniques.
CONTENTS ACKNOWLEDGEMENTS ......................................................................................................I ABSTRACT .....................................................................................................................III LIST OF TABLE .................................................................................................................. X 1. THE PROBLEM AND ITS APPROACH ................................................................................ 1 1.1 BACKGROUND OF THE STUDY ...................................................................................... 1 1.2 THE STATEMENT OF THE PROBLEMS ............................................................................ 2 1.3 THE OBJECTIVES OF THE RESEARCH ............................................................................ 3 1.3.1 THE GENERAL OBJECTIVE ......................................................................................... 3 1.3.2 THE SPECIFIC OBJECTIVES ......................................................................................... 3 1.4. SIGNIFICANCE OF THE STUDY ..................................................................................... 3 1.5. DELIMITATION AND THE SCOPE OF THE STUDY........................................................... 4 1.5.1 SCOPE OF THE STUDY ............................................................................................... 4 1.5.2 LIMITATIONS OF THE STUDY ..................................................................................... 4 1.6 METHODOLOGY OF THE RESEARCH ............................................................................. 5 1.6.1 SOURCES OF DATA.................................................................................................... 5 1.6.2 METHODS OF DATA PROCESSING AND ANALYSES .................................................... 6 1.7. DEFINITION OF TERMS ................................................................................................ 6 1.8. ORGANIZATION OF THE PAPER .................................................................................... 7 2. REVIEW OF RELATED LITERATURE ................................................................................ 9 2.1. INTRODUCTION TO TRANSPORTATION......................................................................... 9 2.2 TRAFFIC ACCIDENTS .................................................................................................... 9 2.3. INTERNATIONAL FATALITIES AND INJURIES ................................................................ 9 2.3.1 THE TRANSPORT APOCALYPSE (DISASTER) .............................................................. 9 2.3.2. THE MAGNITUDE OF THE PROBLEM ....................................................................... 10 2.4. AFRICAN ROAD ACCIDENTS AND FATALITIES........................................................... 10 2.5 PATTERNS OF URBAN GROWTH AND ROAD TRAFFIC DEVELOPMENT ........................ 11 2.6. ETHIOPIAN ROAD ACCIDENTS AND INJURIES ............................................................ 12 2.7. MAJOR FACTORS FOR THE ROADS TRAFFIC ACCIDENTS ........................................... 13 2.7.1. CAUSES OF ROAD ACCIDENTS ............................................................................... 13 2.7.2. RISK FACTORS FOR ROAD TRAFFIC CRASHES AND INJURIES ................................. 14 2.7.3. ROAD ACCIDENT COSTING EVALUATION .............................................................. 14
2.8. IDENTIFICATION OF RISK FACTORS AND INTERVENTIONS ......................................... 15 2.9 THE TRAFFIC SAFETY MANAGEMENT AND PREVENTIVE STRATEGIES ........................ 16 2.9.1 TRAFFIC SAFETY ADMINISTRATION MANAGEMENT ............................................... 17 2.9.2 TRAFFIC SAFETY TECHNICAL MANAGEMENT ......................................................... 17 2.9.3 TRAFFIC SAFETY FACILITIES MANAGEMENT .......................................................... 19 2.10. STATE OF THE ART.................................................................................................. 20 2.11 SUMMERY OF THE LITERATURE ............................................................................. 22 3. OVER VIEW OF THE STUDY SITE AND THE TRAFFIC INTENSITY .................................... 24 3.1 INTRODUCTION TO THE LOCATION AND NETWORK PLACES ....................................... 24 3.1.1 GELAN TO BISHOFTU BACKGROUND ...................................................................... 24 3.1.2. DUKEM AND ROAD ACCIDENTS ............................................................................. 28 3.1.3: BISHOFTU TO MODJO ROADS (AYER HAYIL) ......................................................... 32 3.1.4 MODJO BACKGROUND AND ROAD .......................................................................... 35 3.1.5 MODJO TO ARSINEGELE ROADS .............................................................................. 38 THE TRAFFIC ACCIDENT SITUATION ................................................................................. 40 3.1.6. ARSINEGELE TO TUKUR WUHA ROADS.................................................................. 43 COMPARISON OF THE OVERALL TRAFFIC INTENSITY ........................................................ 46 3.2 SUMMERY OF THIS CHAPTER ..................................................................................... 47 4. METHODS OF DATA COLLECTION, ANALYSIS AND INTERPRETATION .......................... 49 4.1 DATA COLLECTION METHODOLOGY.......................................................................... 49 4.1.1. PRIMARY AND SECONDARY DATA ANALYSIS ........................................................ 49 4.1.2 THE INTERVIEW QUESTION RESPONSES .................................................................. 50 4.1.3 IMPROPER MANAGEMENT OF TRAFFIC POLICE INFORMATION ................................ 51 4.2. INTRODUCTION TO QUANTITATIVE DATA ANALYSIS ................................................ 52 4.2.1 FACTORS THOSE AFFECT TRAFFIC ACCIDENTS RATE ............................................. 52 4.2.2: TRAFFIC ACCIDENTS CLASSIFICATION BASED ON TIME ........................................ 53 A. TRAFFIC ACCIDENTS ON DAYS OF THE WEEK ............................................................. 53 B. HOURLY ROADS TRAFFIC ACCIDENTS RATE ............................................................... 54 4.2.3: THE TRAFFIC ACCIDENTS BASED UPON THE DRIVERS SITUATIONS....................... 55 AGE OF DRIVERS VS NUMBERS OF THE ACCIDENTS ........................................................ 56 EDUCATIONAL BACK GROUNDS OF THE DRIVERS: .......................................................... 58 D. THE DRIVERS AND VEHICLES RELATIONSHIP VS THE ACCIDENTS COMMITTED ......... 58
E. THE DRIVERS EXPERIENCE AND THE RELATED ACCIDENTS ........................................ 59 F: THE LEVELS OF DRIVER’S LICENSE AND ACCIDENTS .................................................. 60 4.2.4:. VEHICLES FAILURES AND ACCIDENT CHARACTERISTICS ...................................... 61 A: THE LIFE SERVICE OF VEHICLES AND THE ACCIDENTS ............................................... 61 B: TYPES OF VEHICLES VS NUMBERS OF ACCIDENT ....................................................... 62 C: THE FAILURES OF THE VEHICLES AND THE ACCIDENTS .............................................. 63 4.2.5: TYPE OF ROADS NETWORK AND ENVIRONMENTAL CONDITIONS........................... 63 A: TYPES OF THE ROADS AND ACCIDENTS ...................................................................... 64 B: MOST COMMON AREAS THOSE RECEIVE ROAD ACCIDENTS ....................................... 64 C: THE ROADS DESIGN BRANCHING AND ACCIDENTS ..................................................... 65 D: THE POSITION OR THE DIRECTION OF THE ROADS AND NUMBERS OF ACCIDENTS ...... 66 E: THE ROADS JUNCTIONS AND ACCIDENTS .................................................................... 67 F: THE TYPES OF ROAD’S LAYER AND ACCIDENTS CONDITIONS ..................................... 68 G: THE ROAD’S ENVIRONMENTAL CONDITIONS AND COMMITTED ACCIDENTS ................ 68 H: TYPES OF THE ACCIDENTS COMMITTED BY THE VEHICLES ........................................ 69 I: THE LIGHT CONDITION AND THE COMMITTED ACCIDENTS .......................................... 70 4.2.6:. CONDITION OF ACCIDENTS ON LIFE ...................................................................... 70 A: ACTIVITY OF PEDESTRIANS AND ACCIDENTS .............................................................. 70 B: THE CONDITION
OF THE
WEATHER
AND
ITS IMPACT
FOR THE
OCCURRENCE
OF
ACCIDENTS ...................................................................................................................... 71
C: VEHICLES MOTION AND NUMBER OF ACCIDENTS ....................................................... 72 D: THE PEDESTRIAN’S HEALTH CONDITIONS AND ACCIDENTS ....................................... 73 E: MOTION OF THE PEDESTRIANS AND SEVERITY OF ACCIDENTS THEY RECEIVE............ 74 F: THE ACCIDENTS EFFECTS ON ANIMALS....................................................................... 75 G: TYPES OF PEOPLE INJURED BY THE ACCIDENTS .......................................................... 75 4.3 THE MAIN CAUSES AND OUTCOMES OF ACCIDENTS .................................................. 76 4.3.1 THE MAIN CAUSES OF ROADS ACCIDENTS ............................................................. 76 4.3.2: OVER ALL TRAFFIC ACCIDENTS IN OROMIA REGIONS ........................................... 77 4.3.3 THE TOTAL VEHICLE NUMBERS DAMAGED ON THE ACCIDENT EVENTS................. 77 4.3.4. LACK OF ROAD TRAFFIC ACCIDENT MANAGEMENT SYSTEM ................................ 78 4.4 COST OF THE TRAFFIC ACCIDENTS OF THE PROPERTY DAMAGES .............................. 80 4.5 SUMMERY OF THE FINDINGS ...................................................................................... 82
II. QUANTITATIVE DATA SUMMERY ................................................................................. 82 CHAPTER FIVE ................................................................................................................. 86 5. PREVENTIVE STRATEGIES AND POSSIBLE COUNTER MEASURES .................................. 86 5.1 IDENTIFIED PROBLEMS AND COUNTER MEASURES .................................................... 86 5.2 ROAD TRAFFIC SAFETY MANAGEMENTS ................................................................... 86 5.3 LONG- TERM STRATEGIES ......................................................................................... 89 5.3.1 MANAGING EXPOSURE TO RISK .............................................................................. 89 5.3.2 REDUCE THE OCCURRENCE OF CRASHES ................................................................ 89 5.3.3. STRENGTHENED CONTROL OF RISKY DRIVING BEHAVIORS ................................... 90 5.3.4. FINANCIAL REWARD SYSTEM FOR TRAFFIC VIOLATION EVIDENCE ....................... 90 5.3.5 INTRODUCING TRAFFIC SAFETY EDUCATION TO SCHOOL SYSTEM ......................... 91 5.3.6 CONSTRUCTING ALTERNATIVE ROUTES FOR VEHICLE TYPES ................................ 95 5.3.7 PUTTING A BREAK IN THE MIDDLE OF THE ROADS ................................................. 95 5.3.8 SAFETY-AWARENESS IN PLANNING ROAD NETWORKS ........................................... 96 5.3.9 TRAINS ENCOURAGEMENTS .................................................................................... 97 5.4. SHORT- TERM STRATEGIES ....................................................................................... 97 5.4.1 PROVIDING SHORTER AND SAFER ROUTES ............................................................. 97 5.4.2. TRIP REDUCTION MEASURES ................................................................................. 98 5.4.3 MINIMIZING EXPOSURE TO HIGH-RISK RESTRICTING ACCESS TO ROAD NETWORK98 5.4.4. GIVING PRIORITY IN THE ROAD NETWORK TO HIGHER OCCUPANCY VEHICLES ..... 98 5.4.5. KNOWING SAFER MODES OF TRANSPORTATION .................................................... 99 5.4.6 USING SPEED REDUCTION TECHNIQUES ................................................................ 100 C. USING SPEED MEASURING TOOLS ............................................................................. 101 5.4.7. GOVERNMENT INVOLVEMENTS ............................................................................ 102 5.4.8. INSURANCE AND MEDICAL ENFORCEMENT BY GOVERNMENT ............................. 104 5.4.9. ENVIRONMENTAL CONDITION CONTROL ............................................................. 104 5.5 TRAFFIC MANAGEMENT AND CONTROL .................................................................. 105 5.6.
SUMMARY OF THE COUNTER MEASURES AND STRATEGIES............................... 108
CHAPTER SIX ................................................................................................................. 110 6. CONCLUSION AND RECOMMENDATION ...................................................................... 110 6.1 CONCLUSION ........................................................................................................... 110 6.2 RECOMMENDATION ................................................................................................. 112
6.3 FUTURE RESEARCH AREAS ...................................................................................... 112 BIBLOGRAPHY .......................................................................................................... 114 APPENDIX I: TABLES OF ACCIDENTS STATISTICS AND NUMBERS ............................... 116 APPENDIX II: FACTORS THAT RESULT IN ACCIDENT ...................................................... 133 APPENDIX III: FIGURES DRAWN FROM NUMERICAL VALUE DATA ................................. 134 APPENDIX IV: THE FIGURES OF COLLISION TYPE OF VEHICLES ...................................... 137
List of Table TABLE 2.1: HADDON MATRIX ..................................................................................... 16 Table 3.1:-The total accidents in their severity types ................................................ 27 Table 3.2: The daily accidents contribution of 2007/08 ............................................ 32 Table 3.3: The Debreziet roads traffic cost estimation (1997-2000 E.C) ................. 33 Table 3.4: Daily occurrence of traffic accidents on Mojjo (2008/09) ....................... 33 Table 3.5: Summery of places with their frequent accidents condition .................... 48 Table 4.1: The number of respondents in the interview ............................................ 50 Table 4.2: The drivers and the vehicles relationship ................................................. 59 Table 4.3: Accidents faced animals ........................................................................... 75 Table.4.4: The Types of people injured by the accidents .......................................... 75 Table 4.5 Damaged numbers of vehicles .................................................................. 77 Table 4.6: The Estimated cost of the property damage ............................................. 80 Table 4.7 Fatality, serious injury, slight injury and property damage ....................... 80 Table 4.8: Haddon matrix methods for problem identifications .............................. 81 Table 4.9: The types of people injured by the accident ............................................. 83 Table 4.10: summery of problems types ................................................................... 84 Table 4.11: Cost of the accident ................................................................................ 84
List of Figures Figure 2.1: Global distributions of road deaths ..................................................... 11 Figure 2.2: The accidents occurring in built up and non- built up areas .............. 22 Figure 3.1 Flow diagram of the study routes/roads path ....................................... 24 Figure 3.2 Map of the study road: Gelan –Tukur Wuha Road .............................. 25 Figure 3.3:- The roads accidents in a week days (2008/09) .................................. 27 Figure 3.4: New Bus Station (D.Zeit) surrounding ............................................... 30 Figure 3.5 Accident on Debreziet Kebele 03 and Infront of Ada’a hotel .............. 31 Figure 3.6 D.zeit Ayer Hail 2nd & 3rd get accident situations ............................. 31 Figure 3.7: Hude kebele g/m (Adaa, Bermuda) road section ............................... 34 Figure 3.8: Mojo megbia shoa goga (lome) road section ..................................... 36 Figure 3.9: Tede and Jego Gidada (Lome) road section ....................................... 37 Figure 3.10: Malima Beri (Bora) road section ...................................................... 38 Figure 3.11: Meki bridge (dugida) road section ................................................... 40 Figure 3.12: Wollen Bula (Ziway) road section .................................................... 41 Figure 3.13: The Daily traffic occurrence from the statistics of 2001 ................... 44 Figure 3.14: Kuyera Hospital (Shashemane) road section..................................... 45 Figure 3.15: Toga /Shashemane/ road section ....................................................... 46 Figure 4.1: The respondents versus the accident causatives ................................. 51 Figure 4.2: Factors influencing road traffic accidents .......................................... 53 Figure 4.3: The Pie chart shows us daily roads traffic accidents ........................... 54 Figure 4.4 Hourly accidents registered .................................................................. 55 Figure 4.5: The traffic accidents caused by the driver’s age category.................. 56 Figure 4.6: The Traffic Accident Causality by Gender Group .............................. 57 Figure 4.7: The Accident rates by the educational background............................. 58 Figure 4.8: The drivers’ experiences vs. accidents ................................................ 60 Figure 4.9: The driving license level and accident percentages ............................ 61 Figure 4.10: The service life of the vehicles and accidents committed ................. 61 Figure 4.11: Types of the vehicle caused injuries ................................................. 62 Figure 4.12: The vehicle problems and its accidents situation .............................. 63 Figure 4.13: The road type and the accidents conditions....................................... 64 Figure 4.14 Most common areas those are exposed to vehicle accidents.............. 65 Figure 4.15: The roads branching design system................................................... 66 Figure 4.16: The condition of the roads where most common accidents were committed .............................................................................................................. 67 Figure 4.17: The roads junction type and the occurrence of accidents condition . 68 Figure 4.18: The road’s layers types and accident consequence ........................... 68 Figure 4.19: The road’s environmental conditions ................................................ 69 Figure 4.20: The type of accident committed ........................................................ 69
Figure 4.21: The light conditions and committed accidents .................................. 70 Figure 4.22: The occupation of the pedestrian and accidents event on them ........ 71 Figure 4.23: The weather condition and its impacts for accidents occurrences .... 72 Figure 4.24: The accident causative vehicle motion status ................................... 73 Figure 4.25: The pedestrian body status and health condition .............................. 74 Figure 4.26: The motion of the pedestrian and effects of accidents ...................... 74 Figure 4.27: The status of accidents over 11 years in Oromia regions ................. 77 Figure 4.28: The reasons for the drivers to cause accidents .................................. 79 Figure 4.29 Animal /cattle/ injured during the accident events ............................. 81 Figure 5.1: The Structured System of Traffic Safety Management ....................... 88 Figure 5.2: Preventive strategy of accident severity ........................................... 107
LIST OF ACRONYM UNESCAP= United Nations Economic and Social Commission for Asia and the Pacific WHO = World Health Organization TRL = Transport Research Laboratory GRSP = Global Road Safety Partner ship ADB = Asian Development Bank RTA = Road traffic accidents UK= United Kingdom LIC = low income countries HIC = High Income Country MIC = Medium Income country AADT = Annual Average Daily Traffic UNDP = United Nation Development Program BTAC = Bureau of Transport and Communication BWUD= Bureau of Works and Urban Developments DALYS = Disability Adjusted Life Year EMA = Ethiopian Mapping Agency FTP = Federal Traffic Police GNP= Gross National Product NUPI = National Urban Planning Institute OECD = Organization of For Economic Cooperation and Development PIA = Personal Injury Accident RTA = Road Transport Authority RA = Road Accident UNCHS = United Nation Center for Human settlement UNDP = United Nation Development Program UNTACDA = United Nation Transport and Communication Development for Africa ERA = Ethiopian Road Authority IRSA = International Road Safety Academy RTS = Road Traffic Safety VIO = vehicle inspection officials FRSC = Federal Road Safety Corps FRSA = Federal Road Safety agency DTSE = Driver and Traffic Safety Education USD = United State Dollar ADB = American Development Bank US= United State ETB = Ethiopian Birr MVA=Motor vehicle accidents RTI = Roads traffic Injuries A.A = Addis Ababa ETA= Ethiopian Transport Authority G/M = Gebere Mahibe BPR= Business Process Re-engineering
Chapter One 1. The Problem and Its Approach 1.1 Background of the Study Transportation of motor vehicle started in Ethiopia in 1901 E.C. In 1904 road roller truck was given to Atse Minilek by Austria king. In 1907 E.C the other motor vehicles from England and Germany were brought to Ethiopia (14). As transportation has many economic and social uses, in many cities today it is also generating significant social and economic costs. These costs arise from the external effects of traffic system, particularly accidents, congestion, consumption of public space, air pollution, noise, and disruption of social and economic interaction (1, 2). These externalities of traffic are especially pertinent in urban areas because here spatial densities are high and the infrastructure networks are most intensively used. Driving throughout Ethiopia is difficult and possesses a serious safety concern. Motor vehicle accidents (MVA) both serious and fatal are a common problem. High speeds, poor road conditions, general disregard by other motorists and pedestrians for right of ways, as well as uncontrolled livestock wandering into the roadway are contributing causes for MVA. Small overloaded trucks belonging to independent transport operators are involved in or cause numerous accidents as a result of their high speed and driver fatigue. High traffic intensity increases the occurrence of accidents on the study site and on the country as a whole. The study site shows that the accident rate is increasing from time to time as the population of the traffic intensity from Ethiopian Road Authority shows. Especially the traffic accident is very high in between the roads Addis Ababa to Modjo roads because the proximity of the roads to the capital, the port of the country and the whole vehicles meeting to the same junction on Modjo district. Most of the accidents occurred were found in the analysis part is due to the drivers speed and carelessness in the Oromia region from Gelan beneath Addis Ababa to the region of Tukurwuha near to Hawassa. In most survey studies drivers have the custom of drinking alcohol, smoking, and chewing chat those leads them to committee accident unintentionally. The problem of road network design for the roads, the vehicles failure, the speed of the drivers and other factors on the Oromia region aggravated to search the mechanisms those could crack the problem of the accidents of the roads traffic in the Oromia region. But the two mentioned troubles which are the roads network design and the vehicle failure may not the first issue in the current situation in these roads. The current issue needs to pay its concentration on drivers. ͳ
Among the leading in roads traffic accident in the world one is our country, Ethiopia that is according to the conferences held in 1999 by Dr. Mesfine Bantayehu Ethiopia, the first in traffic accident rate fatality leading among the commonest traffic accident practicing countries in the world. Therefore identifying these evils only is not enough unless and otherwise we find the rapid mechanism that solves these high rate of growth of roads accident in our country, Ethiopia. The strategies of preventions and the potential counter measures should be taken soon now by everybody by creating awareness and setting training program for drivers, pedestrians and all road users. The strategies and counter measures used to reduce or minimize accidents could be categorized as long term and short term strategies in the counter measure part discussion. From the whole body of the discussion the conclusion and recommendation are drawn based on the findings. 1.2 The Statement of the Problems Although road traffic accidents are a major global public health problem, most of it occurs in low- and middle-income countries including Ethiopia. Pedestrians and passengers of commercial vehicles are the most vulnerable in Ethiopia, whereas in high-income countries crashes involve primarily privately owned vehicles with the driver being the main car occupant injured or killed. In the United States of America, for instance, 60% of the fatalities account to car drivers, while in Ethiopia, 5% account to drivers. This implies that in one crash the number of people killed or injured in Ethiopia is about 30 times higher than in the US [7, 23]. Poor road network; absence of knowledge on road traffic safety; mixed traffic flow system; poor legislation and failure of enforcement; poor conditions of vehicles; poor emergency medical services; and absence of traffic accident compulsory insurance law are key determinants of the problem. There is currently no national policy on the prevention of road traffic accidents; however, there are draft strategies on road safety. Road traffic accidents are a huge public health and development problem in Ethiopia. Its current situation requires a high level political commitment, immediate decisions and actions in order to curb the growing problem. Otherwise, it will get worse from day-to-day as motorization and population increase rapidly. The challenges of road traffic injury in different parts of Ethiopia are one of the most critical problems of Ethiopia. The most problems occur on the roads from Addis Ababa to Hawassa parts as the drivers do not care for the life and properties while driving at high speed. On this ways many animals, human being can cross the roads to complete their daily activities. But the road had caused many dangers to the people and the animals as well as the properties of the region. ʹ
The main problems in Ethiopia, specifically, on the way from A.A to Hawassa road cross areas as the police commissions of the country reported some of the biggest problems are: Death of life due to carelessness of drivers, over speeding, passengers, pedestrians and crushing of other vehicles due to improper rule accepting and others problems. 1.3 The Objectives of the Research 1.3.1 The general objective The study is to examine the extent and variations of road traffic accidents and to investigate the major causes contributing to road accidents on the Oromia roads. Based on the analyses, some possible remedial measures for road traffic accidents and other related route transport problems will be suggested in order to promote smooth mobility and safety. 1.3.2 The specific objectives 1. To identify the road traffic accident patterns that exists in Oromia zones 2. To assess social and economic costs which were incurred due to road traffic accidents 3. . To examine the spatial and temporal variation of road traffic accidents. 4. To assess accident differences between different means of road transport 5. To evaluate the existing road traffic management systems, in terms of coordination, manpower distribution and availabilities of resources, data handling methods 6. . To determine the major causes and contributing factors of road accidents with respect to drivers, pedestrians, vehicles and road environments. 7. To suggest some possible strategies and counter measures that will contribute to reducing the problems of road accidents. 1.4. Significance of the Study This study is mainly concerned with road traffic safety in Oromia region. Emphasis is given to studying and measuring the traffic behavior of school children, pedestrians, drivers and others. In addition, problems related to the road environment, condition of vehicles and police enforcement were identified. Therefore, the significance of the study can be stated as follows: Even though the study is carried out for academic purposes and it is confined to a single route, it could be helpful to have a deeper knowledge about the complex problem of rural and urban road transport in general and accidents in particular. ͵
The findings obtained from the study would be helpful to gain information and knowledge about the patterns of road accidents in the town and rural, which in turn could help to develop countermeasures that could reduce the number and severity of accidents. It is important for the police for law enforcement and distribution of man power for surveillance (observation). It is important to the government, Ethiopian Transport Authority and Ethiopian Road Authorities to determine the need for road improvements, vehicle inspections and to initiate programs for educational and propaganda purposes. It also helps as a source of information for those institutions concerned with road safety management and helps to improve the quality of decision-making in urban and rural road transport safety planning. Finally, it helps to carry out further research to refine the conceptual and methodology of the present study. 1.5. Delimitation and the Scope of the Study 1.5.1 Scope of the Study The scope of the study is on the accident severity and main causes of the accidents on the routes from Gelan to Tukurwuha over few years of data analysis. This study mainly uses the information collected from the archives of the Oromia Traffic Police Traffic Accident Control and Inspection Office that is available only for 1 year, 2 year, 5 years and some 11 years (1990-2000E.C). Information from the archives of the Addis Ababa Transport Authority, Ethiopian Road Authority, Federal Police Commission, Oromia Police Commission, Oromia State Police offices, East Shoa Police Administration, the Towns City administration Offices and other sectors. 1.5.2 Limitations of the Study The absence of information related to Roads Traffic vehicle accidents in terms of their number, type, distribution, traffic flow and other related factors, made this study difficult. Also since the available data is more general, the study has to relay on data from the archives of the traffic police, which are bulky and uneconomical in terms of time and resources. Also it was hard and tiresome to convince the respondents about the aim of the study. The other draw back of the police traffic data is that the data is employed manually that some of the statistical data were lost somewhere else in the offices. Improper handlings of data were strongly seen in every police traffic offices. The data being handled manually the method to obtain was to write and copy from the concerned department. The other tidies work was seen while transferring the data from the hard copy to computerized information beside the analysis of the raw data into information. Some of the police traffic offices were Ͷ
tidies to give the available data giving appointment and on the appointment day not responding for the appointment by putting reasons such as one of the member who is responsible went for work to the field survey. Therefore, shortage of time, absence of recent information and limited cooperation of the government offices such as Traffic Police Commission, were the main problems that the researcher had to face during the survey and data collection phase. 1.6 Methodology of the Research 1.6.1 Sources of Data The main types of data used in this thesis are primary and secondary sources. Several techniques were employed to collect primary data. Some of these include: attitudinal surveys involving structured interviews, field observations of vehicle flows and real road situations from Addis Ababa to Nathret, then Hawassa. In this study, four structured attitudinal type of interviews were designed. The first was completed by the pedestrians, the second by school children, the third by drivers and the fourth by cyclists or carts drivers. The interviews were designed to allow the researcher to identify the most profound difficulties and traffic safety problems that road users face while moving along and crossing the roads of the town. It is also designed to serve the researcher to identify the level of adherence and understanding of traffic regulations of the individual person being interviewed. In addition, the interviews were designed to allow the researcher to provide measures of the traffic experience, perception, attitude as well as stated driving and road crossing behavior of drivers, children, pedestrians and cyclists. Secondary data for road accidents were obtained from the police accident files of Oromia zones in Addis Ababa and Oromia. Moreover, related review literature from different books, proceedings, reports, international organization publications, and internet waves have been consulted. The study identified four main locations or streets in the Oromia zone that has been characterized by a dense vehicle and pedestrian movement and most common injuries contributory for the country. Pedestrians, school children, drivers and cyclists/ cart drivers were randomly selected and interviewed in these areas. In respect with the distribution of the number of accidents among main roads and residential streets, the traffic police data of 2004/05-2008/2009 indicates that 75-85 % of the accidents occurred on these four categories of streets, namely: 1. Gelan to Bishoftu Roads 2. Bishoftu to Mojdo Roads 3. Modjo to Arsinegele Roads ͷ
4. Arsinegele to Tukur Wuha Roads The following sample size during the time of preliminary survey in the main streets of the roads in which researcher observed 400-550 pedestrians, 100-150 motor vehicles, 200400 cyclists, 500-600 school children moving and crossing along these line of streets at the identified peak hour of between 1:30A.M.and 6:00 P.M. From the total population estimated lists above, the researcher believed that if one-fifth of the pedestrians and school children, four-fifth of the drivers, and one-third of the cyclists were taken as a sample from these different sites, it could give us a clear picture of traffic accident problems in the streets. Therefore, in this study a total of 554 respondents were chosen randomly (see details of the survey in Appendix I, Table A-41). This interview help us to judge where the highest accident would be committed and initiate how we can take the possible strategies to reduce the road traffic severity on the study routes. 1.6.2 Methods of Data Processing and Analyses The methodologies employed to analyze the data were both qualitative and descriptive statistics. Thus, the organized data were interpreted using descriptive methods in the form of tables, charts, and graphs using statistical quality control tools to the trends and the situations of the cars accidents on the roads on the research ways. To identify the most hazardous locations among streets of the places, accident density and accident rate are to be judged. Data processing once over the methods used to overcome the main cause of the problems are to be made swiftly to show the polices, the government bodies how to bring down the car accidents on these ways by paying attention to the most critical areas and times. 1.7. Definition of Terms Accident casualty - refers to road crash victims, which include injuries and fatalities. Accident Density - is the accident size along a particular link or accidents per kilometer. Accident Frequency - is a measure of the relative magnitude of a specific type of accident in relation to all accidents for a specified time period such as one or three years. Accident Rate - is a measure of the rate of occurrence of accidents in relation to any one of a number of exposure factors, such as per million vehicles entering or per million km on a study area. Property Damage - Physical damages of vehicles or properties but not to a person Accident - is one where at least one person is killed with death occurring within 30 days of the accident.
Road Traffic Accident - is defined as a rare, random and multiple factor events always preceded by a situation in which one or more road users have failed to cope with the road and its environment. Serious Injuries - Injury requiring admission to hospital as an in-patient Slight Injuries - a traffic casualty, which is minor injury not requiring hospital admission as an in-patient. Traffic Accident -Are any vehicle accidents occurring on public high way (i.e. originating on, terminating on, or involving a vehicle partially? Black Spots - These are spots where road accidents do cluster together Casualty - This refers to road crash victims that include injuries and fatalities. Fatality Index - This is the proportion of the number of persons killed to that of the total of injured persons. Fatality Rate - This is the number of deaths per licensed vehicle. Hit and Run Accidents - This refers to the situation when drivers of motor vehicle fail to stop and report to a police station after they cause road accidents. Kebele- is the lowest administrative unit in Ethiopia. Less Educated - This term includes those people that have not completed secondary school education. Less Experienced Driver - A driver with a driving experience of less than five years. Non-Injury Accidents - This indicates no injury to persons but only damage to vehicles. Severity Index - It is the proportion of the number of fatal accidents to the total number of injury accidents. Slight Injury - It is an accident where there are slight injuries to the persons involved like a cut, sprain or bruise. Traffic - movement of people and vehicles along roads and streets. Traffic Accident- It is an accident that occurs owing to the presence of a motor vehicle on a road, where by injury or damage is caused to any person, vehicle, etc. Wereda- is the second higher administrative unit in Ethiopia. Woyalas- Are those people who work as an assistant to a taxi driver. 1.8. Organization of the Paper The paper is organized in six chapters. The preceding chapter is an introductory part, which contains the problems, objectives, methodology, and limitation of the study and definition of terms. Chapter two highlights review of studies on road traffic accidents from different angles. Chapter three elaborates the background of the study area, which discusses physical setting, demographic features and accident situations and characteristics. Chapter four deals with methodologies, the data analysis, and interpretation of the data to make soft all the raw data showing the main causes of the roads accidents and change it in to
information to bring the possible solution. Chapter five contains the preventive strategy and possible ways that will bring down the problems causing factors and contributing to road traffic accidents are discussed in this chapter. Finally the conclusion and recommendation are drawn from the document with remedial recommendation of the problem.
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Chapter Two 2. Review of Related Literature 2.1. Introduction to Transportation Transportation could be divided in to three main areas, the Land transportation, the water transportation and the aerial transportation. The most focus area of this thesis is on the transportation of the lands. The transportation of land to mean that it focuses on the area where there is a strong traffic intensity of the flows. As transportation is vital for the socioeconomic development of one country, it needs a great emphasis on its proper management. But behind the impotency of the transportation there is high severity of road traffic accidents in the world currently as the number of motor vehicle on land increases from time to time. 2.2 Traffic Accidents A traffic accident is defined as “Any vehicle accident occurring on public highway (i.e. originating on, terminating on, or involving a vehicle partially on the highway)” [3, 7]. Road traffic accidents (RTAs), here defined as “An accident that occurred on a way or street open to public traffic; resulted in one or more persons being killed or injured, and at least one moving vehicle was involved. Thus, RTA is collisions between vehicles; between vehicles and pedestrians; between vehicles and animals; or between vehicles and fixed obstacles” [2, 4, 5], are a major global public health challenge otherwise noted. Every year about 1.2 million people are killed and more than 20 million are injured or disabled globally [19]. About 85% of annual road-traffic related deaths. Road traffic injuries are expected to take third place in the rank order of disease burden by the year 2020 [5]. ‘Multiple-vehicle traffic accident’ refers to a crash between two or more moving objects. Unlike single-vehicle accidents, not all drivers involving in a multiple-vehicle accident are responsible for the occurrence of the event. Accordingly, variables such as road type, speed limit and number of vehicles involved in the accident are expected to play a much more important role in association with injury severity in multiple-vehicle accidents [7, 11]. 2.3. International Fatalities and Injuries 2.3.1 The Transport Apocalypse (Disaster) In higher-income countries, road traffic accidents are already among the top ten leading causes of disease burden in 1998 as measured in DALY(disability-adjusted life years). In
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less developed countries, road traffic accidents were the most significant cause of injuries, ranking 11th among the most important causes of lost years of healthy life. According to a World Health Organization/World Bank report "The Global Burden of Disease", deaths from non-communicable diseases are expected to climb from 28.1 million a year in 1990 to 49.7 million by 2020 - an increase in absolute numbers of 77%. Among diseases the road traffic accident which is 9th in 1998 will suggested to reach the 3rd sever in the world in 2020. (See information in Appendix I, Table A-40). 2.3.2. The Magnitude of the Problem On average in the industrialized countries, and also in many developing countries, one hospital bed in ten is occupied by an accident victim. Traffic accidents are a major cause of severe injuries in most countries. In the WHO 1995 State of World Health Report, external causes such as accidents and violence accounted for about 4 million deaths, or some 8% of the total, again mostly among adults. Developing countries have nearly four times the number of deaths from these causes as the developed world [10]. The comparison between the developed and developing country accident condition is given in Appendix I, Table A38. 2.4. African Road Accidents and Fatalities The growing awareness amongst multi-lateral and bi-lateral aid agencies of the importance of road crashes as a major cause of death and disability throughout the developing world is reflected in the recent establishment of the Global Road Safety Partnership (GRSP). This has been set up under the framework of the World Bank's Business Partners for Development Program and is a partnership of private sectors, civil society and government organizations collaborating to improve the road safety situation in developing and transitional nations [11, 35]. Following the setting up of the GRSP, the Transport Research Laboratory (TRL) UK was asked to undertake a review of road safety world-wide. This study identified that the number of people killed in road crashes in 1999 was between 750,000 and 880,000 and that, perhaps surprisingly about 85 % of these deaths occurred in the developing and transitional countries of Africa, Asia, Latin America and the Middle East. Estimates also suggest that among 23-34 million people are injured world-wide in road crashes [11, 18, and 33]. Two countries alone account for almost 50% of all reported deaths, namely South Africa and Nigeria. The South African value of over 9,000 appears to be consistent over time. Other countries also showing significant numbers of deaths include Ethiopia, Kenya, Uganda and Ghana [7, 11]. African Accident Profile ͳͲ
The burden of road fatalities is on the developing world where 86 % of the world's road fatalities occur, with almost half of all fatalities in Asia. Figure 2.3 shows the regional distribution of 750,000 fatalities, the low end of the range estimated for 1999 (750,000880,000).
Source: WHO report (1999?) Figure 2.1: Global distributions of road deaths From this it can be seen that about 10 % of global deaths occur in Africa which is slightly less than those for the entire developed world or for all of Latin America, Central America and the Caribbean [11, 20]. The most global death of accident rate is highest in Asia and pacific to 44%. The GRSP study can also be used to show the regional share of fatalities, population and motor vehicles in the world (see detail information in Appendix I, Table A-39). 10 % of global road deaths took place in 1999 in Sub-Saharan Africa only 4 % of global vehicles are registered in the region. Conversely 14 % of road deaths occurred in the entire developed world (North America, Western Europe, Australasia and Japan) yet this particular region contains 60 % of all globally registered vehicles [3, 11]. 2.5 Patterns of Urban Growth and Road Traffic Development Cities in developing countries are growing rapidly with the increasing of urban population more than 6% annually (25). According to UNDP (2000) evaluation and projection of population growth, in 1950 it was 29 % and shortly after the year 2001 more than 50 % of the world's population would be living in urban areas.
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Likewise, over the past 50 years, the percentage share of people living in urban areas of Ethiopia has increased almost four times, that is, from 4.6 in 1950 to 19.9% in 2000, and will increase to 26.2% in the year 2010. Thus, rapid pace of urbanization associated with high population growth in the town leads to increasing travel demands and the ranges of urban transport (25). The pressure on urban transport systems is increasing in most cities of developing counties not only due to urban population growth, but also the growth of motor vehicle ownership relative to population growth. Gwallian in 1998 noted that an increase in the rate of motorization in developing countries approached to 15-20 % per annum, in many of them largely higher rates than urban population growth rates of 3-5% per annum. These indicate that the world’s vehicle fleet and traffic congestion in developing countries of the world are expanding rapidly. Despite the large increases in vehicle ownership, current per capita vehicle ownership remains low in comparison with that of developed countries TRL (2000) indicated that in USA, Europe and Japan the ratio was only 2 to 3 people per vehicle, but this figure can be as high as 500 to 1000 people per car in countries such as Malawi, Burkina Faso and Ethiopia. 2.6. Ethiopian Road Accidents and Injuries Ethiopia has one of highest road accidents in the world. In 2006, Peter Termeulen, head of the International Road Safety Academy in the Netherlands, calls Ethiopia’s traffic death rate “incredible.” For every 10,000 vehicles in Ethiopia, 180 people die in traffic-related accidents. That compares to the United States where about 21 people die in traffic related accidents for every 100,000 vehicles [21]. “Too many people are really dying due to crashes. It’s an unacceptable situation in Ethiopia besides hunger and all kinds of terrible diseases. Traffic is one of the main causes of the fatalities in Addis Ababa,” he says,” It’s not simply a matter of Ethiopians being bad drivers.” It’s more a matter of their “not being educated” about road safety [11, 21]. “The problem is there no real driver training. There is no enforcement. There is no real education for traffic. So people have no understanding of the danger of traffic. And at the moment they are improving the infrastructure, but at the same time people have no perception of the dangers. So people are dying everyday on the roads simply because they don’t understand the danger. Ethiopians take tests before being granted a driver’s license. But those tests do not meet international standards “[10]. The director of the International Road Safety Academy (IRSA) says, “Improving traffic safety in Ethiopia will take a long time” [3, 11, and 21]. Although road traffic accidents are a major global public health problem, most of it occurs in low- and middle-income countries including Ethiopia. Pedestrians and passengers of commercial vehicles are the most vulnerable in Ethiopia, whereas in high-income ͳʹ
countries crashes involve primarily privately owned vehicles with the driver being the main car occupant injured or killed. In the United States of America, for instance, 60% of the fatalities account to car drivers, while in Ethiopia, 5% account to drivers. This implies that in one crash the number of people killed or injured in Ethiopia is about 30 times higher than in the US. Road traffic accidents are a huge public health and development problem in Ethiopia. Its current situation requires a high level political commitment, immediate decisions and actions in order to curb the growing problem. Otherwise, it will get worse from day-to-day as motorization and population increase. In July 30/2001E.C the vehicle traffic accident causes 500 millions of birr bankruptcy was reported in Ethiopia. As the traffic police of the country stated the property damage estimated was 80- 100 millions per year. In 2008/09 the traffic accident caused death of 2161, heavy injury of 3367, and light injury of 3771 in a country. The 59% of the death occurs on pedestrians and the 92% of the accidents caused by the drivers. The death in 1998 E.C was 2522 and in 2000E.C was 2160. The accident caused due to vehicle is because vehicles come to Ethiopia after they give service to the homeland for 15 years. The numbers of Ethiopian vehicles are 220,000 and the roads lengths covered by these vehicles are 44,359km in the country. Therefore by the mentioned numbers of the vehicles the accident committed by 200E.C was about 15086. The country put a proclamation that insurance has to be given for the types of injury by the proclamation number of 559/2000. The proclamation states that the third party should insured according to the accident reaction faced. The limit of the insurance was reported as follows. For body injury at least 15,000 birr, for the death at least 40,000 birr and for property damage at least 100,000 birr. Every year about 1.2 million people are killed and more than 20 million are injured or disabled globally [10, 19]. About 85% of annual road-traffic related deaths in Ethiopia. 2.7. Major Factors for the Roads Traffic Accidents There are many factors which affect the roads traffic accidents. These factors may increase the severity of the accidents on the roads due to their negative impact contribution for the road accidents. 2.7.1. Causes of Road Accidents Road accidents are caused by three main factors. These main factors contribute a great road accidents and damage of life, properties, etc due to the high magnitude of the errors committed by the following main factors. The risks occurring due to these factors on the world are not reducing rather increasing as the data shows that traffic accidents increasing on the world continents. These main factors are: ͳ͵
1. Human Factors (Road Users) 2. Road Defect
3. Vehicle Defect
2.7.2. Risk Factors for Road Traffic Crashes and Injuries 1. Factors influencing exposure to road traffic Economic factors such as level of economic development, Demographic factors such as age, gender and place of residence, land use planning practices which influence how long people travel and by what means, mixture of vulnerable road users and high speed motorized traffic, lacks of consideration of the ways in which roads will be used when determining speed limits, road design and layout are very necessary [4, 16, 20, 30]. 2) Risk factors influencing being involved in crash Number of lanes, approximate number of vehicles per day, width of the road, type of road, drainage facilities provided, surface condition of the pavement, frequent vehicle type on the road, presence of shoulders, presence of edge obstructions like advertising hoardings, trees, etc very close to the road, provision of median barriers to channels the traffic, presence of ribbon (decoration) development near roads, inappropriate and excessive speed, presence of alcohol and drugs, fatigue, being young and male, being vulnerable road user in an urban or residential area, traveling in darkness, poor vehicle maintenance, road design, layout and maintenance defects, inadequate visibility due to weather conditions, poor eyesight, etc are some exposure to roads traffic accident. 3. Risk Factors Influencing the Severity of a Crash Individual characteristics such as age which influence the ability of a person to tolerate crash, inappropriate and excessive speed, non-use of seat – belts and child restraints by vehicle users, unforgiving roadside objects such as concrete pillars, insufficient vehicle crash protection such as air bags for occupants and vehicle soft fronts for those who may be struck by vehicles 4. Risk factors and the consequences of injuries sustained as a result of a crash Delayed crash detection and transport to a health facility, rescue and evacuation, lack of appropriate care prior to arriving at a health facility, post collision fire and leakage of hazardous materials 2.7.3. Road Accident Costing Evaluation Road accidents are one of the most important problems being faced by modern societies. Apart from the humanitarian aspect of reducing road deaths and injuries in developing countries, a strong case can be made for reducing road crash deaths on economic grounds alone, as they consume massive financial resources that the countries can ill afford to lose. The deaths of persons and serious economic loss caused by road accidents demand a continuous attention in accordance with the spectacular growth in road ͳͶ
transportation. It is now realized that better and more efficient techniques of accident information management system are required. The rapid population growth and increasing economic activities have resulted in the tremendous growth of motor vehicles [3, 10, and 15]. The increasing number of road accidents is imposing considerable social and economic burdens on the victims and various direct and indirect costs to individuals and government. Road accidents cause injury, death, loss of property and damages to vehicles. All these involve a monetary loss to the economy. When roads are improved, road accident rate will come down. This results in quantifiable benefits to the economy. Though the overall death rate has declined and expectation of life has gone up, the death risk on roads has considerably increased. It must of course be borne in mind that in developing and emerging nations, road safety is one of the many problems demanding its share of funding and other resources [15]. In 2003 ADB conducted the survey and estimated that road accident cost 116 million in the Kingdom of Cambodia United State Dollar [USD] during this year the road accident caused 824 dead, 3,740 slight injuries and 2,714 serious injuries. In 2006 road accident caused 1,157 dead, 3,967 serious injuries, 2,528 slight injuries [11, 18]. 2.8. Identification of Risk Factors and Interventions Improving road safety involves identifying the risk factors that contribute to crashes and injuries, then identifying the interventions that reduce the risks associated with those factors (25). A reference framework for identifying factors that have an impact on road traffic injuries is the Haddon Matrix, which divides factors into human, vehicular and environmental causes across three temporal phases - pre-crash, crash and post-crash. Haddon Matrix More than 35 years ago Dr. William Haddon Jr., the first head of what is now the National Highway Traffic Safety Administration, developed the Haddon Matrix, a conceptual model that applies basic principles of public health to the problem of traffic safety. It remains an extremely useful and effective tool for revealing where and when to best conduct traffic safety interventions and for fostering cooperation among different agencies. The matrix illuminates injuries in terms of causal and contributing factors, as well as in terms of a time sequence consisting of pre-event, event, and post-event phases. Haddon matrix is shown below in Table 2.1.
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Table 2.1: Haddon matrix
Pre-crash
crash
Human
Vehicle/equipment
Poor vision Or reaction time, Alcohol, speeding, risk taking Failure to wear seat belt
Failed brakes, missing lights, lack of warning systems
Post-crash High susceptibility alcohol
Malfunctioning seatbelts, poorly engineered bags Poorly designed fuel tanks
Physical environment Narrow shoulders, ill-timed signals
Poorly designed guardrails Poor emergency communication system
Social/ economic Culture norms permitting speeding, red light running, DUI Lack of vehicle design regulation Lack of support for EMS and trauma system
The Haddon Matrix consists of four (or three) columns representing the causal agents in the crash: the driver, the vehicle, and the physical and socio-economic environment (the last of which can be combined to make it a nine-cell matrix), and three rows representing time phases: pre-crash (before a potential vehicle collision), crash (the actual event), and post-crash (the immediate aftermath). The value of the matrix is that each cell illustrates a different area in which interventions can be undertaken to improve traffic safety. For example, the top-left cell, representing the driver in the pre-crash period, identifies the area where modifications to driver behavior can reduce vehicle collision rates. In this example, it is poor vision or reaction time, alcohol consumption, speeding, and risk taking. Although the three rows of time periods refer to events that occur in the pre-crash, crash, and postcrash phases, interventions naturally need to be planned well in advance of a crash.Those apply to the pre-crash phase are designed to reduce the number of collisions. Interventions apply to the crash phase don't stop the crash, but reduce the number or severity of injuries that can occur as a result. Interventions that apply to the post-crash phase don't stop the crash or injuries from occurring, but optimize the outcome for people with injuries, and prevent secondary events from happening. Effective efforts at improving traffic safety require that attention be paid to safety improvements in all 12 (or nine) cells of the Haddon Matrix. Similarly, different agencies and organizations whose policies target are the same cell should establish ways to work collaboratively to maximize their impact. This need for both breadth and collaboration means that all agencies with a stake in traffic safety need to be “at the table” together to direct a truly comprehensive and effective traffic safety effort. 2.9 The Traffic Safety Management and preventive strategies The traffic safety management includes traffic safety administration management, traffic safety technical management and safety facilities management.
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2.9.1 Traffic Safety Administration Management Traffic safety administration management includes the mechanism of the traffic safety management, policy, duty and administrative information system of technology, etc. 1) Mechanism of the Traffic Safety Management: The traffic safety management refers to the construction and maintenance, management of the vehicle, establishment and execution of the regulation of the road, training and management of the driver, traffic participants' understanding of traffic rule, etc. It is a comprehensive and social system. 2) Policy of the Traffic Safety Management: It’s planning and management is belonging to government's functions. The main contents of the policy of the traffic safety management include legal system, legislation and executing the law, technical policy, norm and standard, etc. An important policy is to make the sustainable development strategy for the traffic. 3) Duty of the Traffic Safety Management: Traffic participants, roads, vehicles and environment cause the traffic safety problem. And it seems to do not matter with the duty personnel of the traffic, but if the duty personnel are strict on duty, the traffic will supervise participants. Meanwhile it finds and reflects the bad roads, commands and guides the traffic in special climate and environment. The main content of the duty of the traffic safety duty management includes the mode of the traffic duty management, post norm, behavioral norm, equipping the standard, etc. 4) Information System of the Traffic Safety Technical Administrative Management The information system of the traffic safety technical administrative management is to regard computer as the platform, based on database, and make people receive the information of traffic safety technical administrative management accurately more directly. The main contents include mode, method, form, gathering, dealing with, counting, storing, searching and feed backing the system, etc. 2.9.2 Traffic Safety Technical Management The traffic safety technical management is comprehensive, and considered from the influence factors of the traffic safety, it carries on from such respects as people, vehicle, road and environment, etc. 1) Traffic Accidents Analysis: The statistics analytical work of the traffic accidents is the base work in the traffic safety management. It can draw the frequencies and characteristics of the traffic accidents in different regions, different times, different crowds and different kinds of vehicles by the statistical analysis of the traffic accidents. It offers the important basis to the analysis and judgment of the origin causes of formation of accidents; Statistics of traffic accidents realizes the state traffic accidents happening in and ͳ
essential feature from macroscopic, and reveal when, where and which kind of condition would tend to cause the traffic accidents. It reveals also the difficult point of controlling and preventing, and point out the directions for the prevention of the traffic accidents; the distribution of the traffic accidents is the basic to prevent the traffic accidents, control countermeasure and measure (17). 2) Person Management: The person management is considered on defending different fields such as human body, psychology or physiology. Road traffic accidents always connect with motor vehicle together, because only motor vehicles have strong lethality and destroying strength. Physiology and psychology of driver include driving behind the wine (medicine) and fatigue driving, not obeying the traffic regulation to give way, going over the speed limit and negligence, etc, and those phenomena violating the regulations is become the major part of the causes of accidents.. Therefore it should improve psychological and physiological quality of the drivers by the traffic safety management. 3) Vehicle Management: Vehicle is an important element of the traffic system of the road, which has close contacts with traffic safety. Though in the statistic of the traffic accidents, the reason of the driver accounts for sizable proportion, and the accidents directly caused by vehicle problem do not exceed 10%(17), but this does not mean the vehicle has a little effect on traffic safety of the road.. So vehicle should be managed to improve the safe practice. Before the vehicle registers the license, or in the charge stations and vehicle measuring stations, it examine regularly the design of appearance and center of the vehicle, brake technology, slip resistance performance of tire, seat safety belt, safe gasbag, the brake performance, light, steering wheel turning performance in fixed position. It defends and prevents trouble before it happens. 4) Road Management: While human behavior is a significant factor in causing crashes, the road itself is also important because it can have an effect on human behavior. Good roads can also play an important role in reducing accident severity. Those substandard roads, which surface are narrow, low quality and slope heavy and line shape can mislead to the drivers and pedestrians, which cause the emergence of the traffic accident (17) .So, check to the special road to pinpoint the problems and put forward the corresponding measures in time, avoiding the traffic accidents to happen. 5) Environmental Management: Environmental management main includes: separating the going of motor vehicle and non-motor vehicle effectively, controlling the road traffic, setting up the essential safety devices, such as the slope falls, cut curved, setting up guard rail, traffic sign, marking, green coverage plan straight road to lightening the driver's tired degree, lighting condition of the road, etc (17). Through the environment of management in the road, carrying on overall and systematic management to the traffic environment, reducing the traffic accidents caused from problem of the traffic environment. ͳͺ
6) Application of the Advanced Electronic Information Technology: Application of the geographical information system (GIS): With popularization and application of computer, utilizing computer to carry on quantitative analysis and make traffic safety decision become reality. Geographical information system (GIS) is one group of software of function having figure picture digitization, space data management; inquire about search, model operation and many kinds of output. It is by the general and simple visual form showing the distribution, state and connecting of the object. The administrative staff combines the accident datum of the concrete place through understanding the map symbols (17). Application of the intellectual traffic system (ITS): It is the Hi-Tech research work of utilizing the micro-electric technique to carry on solving traffic jam and trafficking safety problems. Mainly driving to the traffic safety is the safety drive support system. It includes offering safety information, warns, the control system, the front barrier warning system, the warning system of vehicle around, supports of system in vision, the distance of the workshop control system, automatic cruises of control system, preventing overflowing outside the lane and the lane automatic tracking system, the vehicle and driver safety inspect of the warning system, and the vehicle automated driving systems in exclusive lane, etc (17). 7) Traffic Safety Pre-warning System Management: The traffic safety pre-warning system management will not only carry on road monitoring, analysis of origin causes of formation, responsibility asserting and compensation for damage, but also should react scientifically. This system should possess the following components: •
The predicting monitors system.
•
The warning system.
• •
The urgent system. The signal communication system.
•
Explanation of mechanism.
•
First, WHY; Second, How
2.9.3 Traffic Safety Facilities Management The traffic safety facilities management includes road safety facilities management, the vehicle safety facilities management, the driver safety facilities management, the pedestrian safety facilities management, disabled person's safety facilities management, traffic safety training facilities management and rescue facilities management. According to analyses situation of increasing accidents in road appearing our country some city, it is not because insufficient road area, in fact it could not utilize traffic facilities effectively
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1) Road Safety Facilities Management: The road safety facilities management is permanent and provisional facility management. Permanent road safety facilities management include all kinds of defending facility management to maintain normal road, such as defending the leaving stone, collapse, roll away from, enter, over the speed limit, over lengthy, and ultra wide, showing the way, and leading. Provisional facility management is direct temporary needs against such as constructing line, temporary derangement, temporary parking safe protection management, etc. 2) Vehicle Safety Facilities Management: The vehicle safety facilities management is generally that facilities are managed to prevent the trouble of the vehicle, or the emergency, such as the anti-collision buffers of system, car-following distant security measuring warning system, travel route deviating from, changing the warning system etc. 3) Driver, Pedestrian and Disabled Person Safety Facilities Management: It offers a kind of management of the security service to different traffic participants, for example guiding road to handicapped, leading and offering pedestrian route choose to take refuge and facility management when disaster is taking place. 4) Training Facilities of Traffic Safety Management: The training facilities of traffic safety management are to train the driver from discipline and quality, and propagate participant's traffic safety consciousness education. It is a long-term work of getting a permanent cure, and socialized system engineering. With the fast development of economic construction, the traffic safety trains and educational work obviously is important and indispensable (obligatory). 2.10. State of the Art The developed countries traffic accident state is minimizing its initial phase of high death rate of the pedestrians and passengers as the technological innovation and development getting higher and higher. The developed countries such as Japan, USA, Australia, Korea, Japan, etc are controlling the speed of drivers using radar meters, the roads infrastructure facilities fulfillment, the vehicles’ maintenances and checking up, providing shorter, safer routes, trip reduction measures, encouraging use of safer modes of travel, minimizing exposure to high-risk scenarios restricting access to different parts of the road network, giving priority in the road network to higher occupancy vehicles, etc has established. When we come to developing country and Ethiopia situation the traffic accident is very high and it sets us the first from the world. The vehicles owned is 3% of the world’s vehicles but the accidents these cause is 4 times the number of the vehicles. Due to these many reasons most of the thesis had been done by recommending the traffic accidents rate in Addis Ababa city. The methodology of each of the paper approach normally differently based on special, community level, town settlement, severity of accidents, distance of the ʹͲ
places, strength of the regional government enforcements, data availabilities, types of vehicles mostly used on the routes, and time. But all of the work had tried to give the recommendations that brought reduction of accidents on these towns. “The Traffic accident approaches done by Getachew in Addis Ababa city, “Analysis of Traffic Accident in Addis Ababa: Traffic Simulation” by Fanueal Samson,”Causes of Road Traffic Accidents, and Possible Counter Measures on Addis Ababa-Shashemene Roads” by- Getu Segni and “The extent, variations and causes of road traffic accidents in Bahirdar” by Yayeh Addis are some of the thesis papers. The papers have contributed their own problem reducing techniques but some of the point’s mentions in these papers are more applicable for the shorter distance travel and for the cities of the Addis Ababa. The thesis done by Getu Segni concentrates its approaches and views on the roads characters and black spots as Civil Engineering aspects. The work done during his survey was not clearly put into reorganized and easily understandable and manageable for the police traffic or any other reader by categorizing the preventive strategy from problem identification methods. The some methods to overcome the accident at that situation were mixed with the problem identification and any reader cannot easily obtain the idea from the contents of table. The readers need to assess all the work and read the whole document to reach on the conclusion. But the idea of this thesis is the reverse of the previous work. The other difference of the other thesis work is the remedies recommended by them and me are varies accordingly. Generally the differences between the work of this thesis and the previously done thesis are: ¾ This thesis concentrates its maximum effort on drivers as most of the problem lies on the driver’s side This makes shortening the route of the vehicle travel distance by specifying the vehicle types ¾ Encourage introduction of trains as a means of safe mode of transportation and minimizing factor for traffic intensity congestion ¾ Initiate the government to set proclamation through media and broachers which is very simple to control the traffic accidents by creating awareness and rule ¾ The roads traffic intensity and types of the roads user vary in these areas the route is composed of built up and non-built areas with the vehicles such as cycle, and carts common in the area that makes different it from the Addis Ababa vehicle types. The road traffic accident situation is occurring on the roads joining rural areas than towns but others work concentrate on the town roads in their most cases ¾ The objectives and target groups, the roads location, awareness of the people varies in these routes accordingly ʹͳ
A cc id en t sh ared
¾ The media and propaganda style and the rule to be set on driver’s license are different when compared with the previous law. ¾ The traffic intensity and the extent of the road traffic accidents situation in the moment make it vary from the previous time ¾ The strategies and recommendation are different in their contents, etc 50.00% 45.00% 40.00% 35.00% 30.00% 25.00% 20.00% 15.00% 10.00% 5.00% 0.00% Joining country side
Joining provinces
Gravel road
Town road
Type of roads
Fig 2.2: The accidents occurring in built up and non- built up areas
2.11 Summery of the Literature The literature survey sets the precondition to the authentic work of the author in order to make comparison, reference with the aspect of current road accidents circumstances in the world wide and then in Ethiopia. The current situation of transportation is increasing in the world and then in Ethiopia that causing road traffic accidents upper limit keeping the first in the world relatively. The world and African road users population is increasing from time to time .As the same time the road traffic accidents severity is also increasing as a result of population increase, demand of vehicle rising, etc. The possible problem identification techniques, the main factors for the world, African and Ethiopia roads traffic accident occurrences are identified by specifying the risk factors and road traffic exposure drivers. These factors where categorized in the review survey literature as the road users, vehicles and environments. In the literature the Drivers and traffic safety management principles with detail definition and synthesis were discussed that helps in the probable strategies of the counter measures to solve the main problems by relating the current situation of the study site with the reality of the literature. ʹʹ
In the state of the art and the current circumstances of the traffic accidents were discussed. The difference between this thesis and the previous thesis done in Addis Ababa and other Ethiopian towns were discussed by taking main points that make different in the preceding chapter.
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Chapter Three 3. Over View of the Study Site and the Traffic Intensity Highlights of the roads route environment accident situation and the important locations from the available data will be discussed in the succeeding sections to have an over view and the switch to the data analysis and interpretation of the findings in the next to this section. 3.1 Introduction to the Location and Network Places As we leave Addis Ababa we come across the place beneath the Akaki a place called Gelan and the one in which the ending part of the project scope limit is called Tikur Wuha around the entrance of Hawassa town. The rurar parts or the main roads in which the project sets its target are sequenced in the following flow chart. Ȁ
Ȁ Ȁ
Figure 3.1 Flow diagram of the study routes/roads path The main roads streets are shown in the above flow diagram. But the other road streets are also employed in between them. But the populations of the cities are not exaggerated as such the above once. Some road paths which are not mentioned in the above diagram are also shown below by designating them in between the main target of the thesis work areas drawn above. Most of the documentation to this paper are beginning and motivate for the future work of another researchers using this as a reference frame work.
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Figure 3.2 Map of the study road: Gelan –Tukur Wuha Road The Accidents location and states at the present in the main road selected should be analyzed to leave a clue to the Oromia State police commission and the responsible body for the roads traffic accidents in the selected streets. The project once give a clue to the regional sectors, they can able to prepare their own traffic controlling mechanism not only for these selected roads but also for all the regions and cities in the Oromia region. If they had this over view they could give insight of how to control the roads traffic accidents burden and reducing mechanism. The project targets on the following four main organized areas to analyze the data obtained on these regions. The organization will go on the four categories of the way. These categories are: ¾ Gelan to Bishoftu Roads ¾ Bishoftu to Mojdo Roads ¾ Modjo to Arsinegele Roads ¾ Arsinegele to Tukur Wuha Roads 3.1.1 Gelan to Bishoftu Background A. Population: According to the Central Statistical Agency, the total population of East Shewa zone is projected 2,556,399 for the year 1999 E.C. Out of this 1,287,130 are males and 1,269,269 are females. From the districts of this zone Ada’a is the most populous district with the total population of 367,534 and with the crude density of 224.8 persons/Km2 .On the other hand Fantale is the most sparsely populated district in the zone with the total population of 90,115 and population density of 77/Km2. ʹͷ
B. Roads Type: According to the zonal profile which is prepared by East Shewa zone Finance and Economic Development Bureau there are three categories of road in East Shewa zone. These are Asphalt surfaced, Gravel which is secondary help as feeder to asphalt road and rural roads which used the widest section of rural communities to connect either with Asphalt or Gravel roads. In East Shewa zone the length of Asphalt road is 324 Kms. This Asphalt road is connecting Finfinne with the Southern and Eastern parts of Ethiopia. Moreover it connects the country with the port of Djibouti through which the country exports and imports the cargo to the external world market. On the other hand, about 329 K.m.s of Gravel roads and 71 K.m.s Rural roads are found in East Shewa Zone (See Appendix I, TableA-37). Gelan Town Roads: According to the data obtained from the Municipality of Gelan the total length of Asphalt road is a bout 7.1k.ms. Without inclusion of asphalt road the total length of all-weather roads are about 3 km. and the roads which are found in the town have a width of 4 meters to 16 meters. Gelan Roads Accident Conditions: Car Accident: this is mainly related with that of traffic congestion in the area. According to the town traffic office, this problem arises mainly due to little traffic knowledge of the people especially factory and industry workers. Since many of the industries and factories are located on the main road, the probability of the workers in these sectors to be affected by car accident is high mainly on their departure to their homes. Moreover, absence of alternative roads for pedestrians and cars as well as heavy trucks in the area, exacerbates the magnitude of the problem. The line graph (see Appendix IV, Fig A-1) indicates that the traffic intensity on this line is 15271 in 2007 when compared with 4229 of 1998. This indicates us that the traffic intensity is increasing from years to years. The traffic intensity increased means it results in the road traffic fatality and injuries from year to year unless strong control is made. At some graphical figure the lowering of traffic intensity has been seen. The reason is not known still by the responsible bodies.
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Saturday, 7.41% Sunday, 11.11%
Monday, 14.81%
Tuesday, 14.81%
Friday, 14.81%
day Thurs, 18.52%
Wednesday, 18.52%
Source: Gelan Traffic police Statistical Department (2008/09) Figure 3.3:- The roads accidents in a week days (2008/09) The Fig 3.3 above shows us that the most traffic accidents are registered on the working days from Monday to Friday. This is because these days are the working days in which the industries worker are working and they are also careless while crossing the roads so that they are exposed to traffic accidents easily. The total accidents profile in this town for this year is about 27(on death, heavy injury, and slight injury and property damages). when the accidents occurred on property damage encountered estimated by monitory value estimated to be costly to the country’s economic degradation as it has been assumed to be 119,427 birr of which the damage of properties by cars estimated to be 119,064 birr and that of carts damage of properties 363 birr.
s/n Types of accidents Number of accidents
Table 3.1:-The total accidents in their severity types 1 2 3 4 Death Heavy body Slight body Property injuries injuries Damaged 3 3 4 17
Total
27
Source: Gelan Traffic police statistical department (2008/09) The rate in which the accident on this way occurs more than the other places is in the manufacturing or industrial areas of these roads. Two heavy injuries, four light injury and fifteen property damages were registered in the 2008/09. These are because the industrial areas concentration is commonly found here on the side of this main street.
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3.1.2. Dukem and Road Accidents Dukem which was initially established in 1907 for the purpose of the train port town is about 37km from Addis Ababa Municipality in the East southern part of Addis Ababa in the Oromia region. The road of the town and branching roads are made up of the paved and gravel roads. When we reach the entrance of the town leaving Addis Ababa, there is one bridge for the vehicles. The bridge sometimes congested with traffic intensity when it is Morning and or evening around 8:00AM and 3:00PM. The accidents registered on this high way are very series that can cause the highest rate of death. A. Market situation: The market situation of the town is very attractive because the town established on the main way of our country ports street and populated. So for trading and merchandising condition it is comfortable. The market day of the town is mostly on Thursday of the week. During this day the population of the town increases from different angles as they merge from country side. Therefore the running population and market day condition could result in high accident rate unless polices and the responsible bodies give attention to reduce the rate of the town. B. Dukem Roads accident conditions: Even though the town is the most important economic and market center, it has faced accident on the roads on many properties and life. The accident condition can be identified easily by looking at the traffic intensity table from Akaki to Bishoftu that it is so high when compared to the others and previous works on the route (Appendix I, Table A-22). 1. Dukem Koticha (Ada’a): The place is found on steeper slope, coordinate of 08046.855N, 038055.126E, the elevation of the place is 1918m above sea level and it is 39km from the A.A municipality. It experiences an accident frequency of 48 from the 7512 AADT of vehicle intensity. During the observation of the roads traffic on the way of Dukem or Koticha some of the following situations were gathered. An average frequency of accidents in the road is registered about 48 when compared with the other years. There is high over speeding of the drivers and there is no presence of the pedestrians and the carts or animals path separated from the main roads (asphalt). There are freely moving animals on the Main Street and lack of community awareness on the route. Insufficient traffic signal and signs with too spaced areas. 2. Infront Of Ziquala Hotel (Ada’a D.Zeit): The place is located in the Sloppy Steep & unseen (obstacle) area Coordinate 08045.049N, 038057.437E, Elevation of 1906m above sea level, at distance of 43 km with accident frequency of 51 in average that is occurred by 7512 traffic intensity of AADT counting. The possible causes for the traffic accident on the routes are due to the following main causes: due to lack of traffic signs & signals, over
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speeding problem, Existing situation vs. allowable speed, road Serving for all road users, no paths for pedestrians, carts, cyclists and animals. 3. New Bus Station (D.Zeit): The accident severity is strong in this area due to the road sides are surrounded by the football fields, Mosque, Carts population, Bus station (new) and other passengers. The congestion of this populations increases the accident on this route while the football game start and end, when the mosque time is on, when people is in need of transport and leaving the home for job and back home from job. The frequencies of accidents on this area are about 46 times in the events occurred. The place is found in the Sloppy Steep & unseen (obstacle) area Coordinate 080 44.999N, 038058.189E, Elevation of 1884m, at distance of 46 km with accident frequency of 46 in average that is occurred by 7512 traffic intensity of AADT counting. The possible causes for the traffic accident on the routes are: due to lack of traffic signs & signals, Over speeding problem, Existing situation vs. allowable speed, road Serving for all road users, No paths for pedestrians, carts, cyclists and animals and existence of social service at curves in which it is out of sight for drivers. 5. D.Zeit Kebele 03 and In front of Ada’a Hotel: The place is found on gentle slope, coordinate of 08044.887N, 038058.607E, the elevation of the place is 1898m above sea level and it is 47km from the A.A municipality. In front of Ada’a hotel the frequency of accident was 27 on the road characteristics of gentle slope. Here the accident is high due to the over speeding, congestion of population, existence of animals, absence of proper traffic signs and signals, and existence of social services as hotels, cart rings, old bus terminal, kebele 03 offices, and rail ways are present around the main routes. The main causes of the traffic accidents are congestion, moving of animals around the road, the vehicles like carts, bicycles, over speeding problem, carelessness of the pedestrians, and the absence of traffic signal and signals as well as traffic police enforcement absence.
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Figure 3.4: New Bus Station (D.Zeit) surrounding 5. Police Station and Tourist Hotel (D.Zeit): The place is found on gentle slope, coordinate of 08044.868’N, 038059.004’E, and the elevation of the place is 1898m above sea level and it is 47km from the A.A municipality with 9645 AADT traffic counting. The main causes of the traffic accidents are congestion by all road users, place for agglomeration of economic activities, moving of animals around the road, the vehicles like carts, bicycles, over speeding problem, carelessness of the pedestrians, and the absence of traffic signal and signals as well as traffic police enforcement absence. In the area of the police station and tourist hotel the accident frequency registered was 13. The accident frequency is very low because in this area the drivers cannot speed up as the police traffic controlling and penalizing. They afraid of traffic police and drive carefully. 6. D.Ziet Ayer Hail 1st Get and Desalegn Shop: The place is located on gentle slope, coordinate of 08044.553N, 038059.506E, and the elevation of the place is 1896m above sea level and it is 48km from the A.A municipality with 7512 AADT traffic counting. At the entrance of Ayer Hail 1st gate the accident frequency is high and recorded as 51 accidents per years. The most serious problem is due to sight obscurest, over speeding, steepness of the slope, improper installation of traffic signals, being place of high social and economic activities, city bus stops, road junctions or campus at the curves, and road junctions at the curves results in high traffic congestion.
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ǯ
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To A.A
Source: ETA National Roads Safety coordinator office
Figure 3.5 Accident on Debreziet Kebele 03 and Infront of Ada’a hotel 7. D.ZEIT AYER HAIL 2nd & 3rd GET: The place is found on gentle slope, coordinate of 08043.737N, 039000.208E, and the elevation of the place is 1881m above sea level and it is 49km away from A.A municipality with 6861 AADT traffic counting resulting in 12 frequency of accidents occurrence on this place. Most accidents occur due to: Over speeding and shortage of traffic signal and signs, highest traffic flow, road junctions and drivers sight obstacles, Unavailability of carts and pedestrian’s path, misses of road users and presence of curved zigzag roads, Campus gates at the curves. The maximum percentage share contribution of the accident on the Dukem is that on Thursday, Saturday and Sunday because they are the market days and weekends in which people go to the roads and recreational centers on these days account for 55% of the total accidents. Some also get drunk and stagger on the way and get to traffic accidents while swaying here and there.
Big sight obstacle (forest)
Ǥ
Ayer Hail 3rd Get
Source: ETA National Roads Safety coordinator office
Figure 3.6 D.zeit Ayer Hail 2nd & 3rd get accident situations ͵ͳ
Table3.2: The daily accidents contribution of 2007/08 R. no Day Amount 1 Monday 3 2 Tues day 1 3 Wednesday 2 4 Thursday 4 5 Friday 3 6 Saturday 5 7 Sunday 4 Total 22
%share 13.6% 4.5% 9.1% 18.2% 13.6% 22.7% 18.2% 100%
3.1.3: Bishoftu to Modjo Roads (Ayer Hayil) Back ground of the Roads: Bishoftu is found in the East-South of Addis Ababa 45kms away from A.A in which the town is known by having high traffic intensity as the roads of Ethiopian port passes through the town. The town is concentrated with two high schools, one preparatory and other many elementary schools including two colleges which can contribute the population number to increase in the street of Bishoftu roads. Market situation: The market situation of the town is very attractive because the town established on the main way of our country ports street and with high population number. So for trading and merchandising condition it is comfortable. The market day of the town is mostly on Thursday, Saturday and Tuesday of the week. During these days the population of the town increases as the market users merges from different angles or directions. Therefore the running population and market day’s condition could result in high accident The maximum accident rate measured in this way was in 2007/08 which is about 46% of the total accidents occurred. Sever fatality alone was about 21% in the same years of the accident. Heavy injury of 21% was registered in which some of them may go to fatality death. The property damage in this year was about 46% in the street of Bishoftu. Slight injuries of 12% in these roads had been identified during the accident registration of the Debreziet traffic police members. The comparison of the accidents in the four years on this road is shown in the Appendix IV, Fig A-6 that depicting 30.37% of the accident was covered in the recent year 2000E.C and 20.55% accident percentage rate was registered in 1999E.C. The rest 1997 and 1998 E.C accomplish altogether 49%, each contributing 23.62% and 25.46% respectively. The analysis shows us that the accident rate is increasing from year to year and expects the harsh measurement should be taken.
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The Estimated Total Cost of Accident on Debreziet Road Table 3.3: The Debreziet roads traffic cost estimation (1997-2000 E.C) Estimated cost Total s Years /n (E.C) of damaged property 1997 748,500 3,816,600 Birr 21998 779,700 31999 817,900 42000 469,500
Most of the road traffic accidents occurrence registered on this way due to the following reasons. The road network design problem in which it is too narrow to path two or more vehicles at the same times. But the traffic intensity on these roads is increasing as the Ethiopian Road Authority (ERA) statistical traffic intensity counting department registered. This high traffic flow on this way occurs due to the country’s land port with foreign countries located on Djibouti route. Especially the traffic is high on the path of Galan to Mojjo due to the branching of the road starting at Mojo junction connects Nazreth, Hawassa and Djibouti vehicles becomes more and merge together making the route congested with high traffic intensity.
Sunday
Saturda y
Thursda y Friday
Wednes day
Tuesday
Monday
Table 3.4: Daily occurrence of traffic accidents on Mojjo (2008/09) R.no 1 2 3 4 5 6 7 Total Types of accidents
Accidents registered 15 10 11 6 16 19 23 101 % share 15% 10% 11% 6% 16% 19% 23% 100% Source East shewa Traffic police commission (2008/09) The maximum accidents occurred on human and animals with property damage are noticed on the weeks of the day considerably on Monday, Friday, Saturday and Sunday. The highest accident registered on Sunday is contributing a share of 23% as indicated on the table 3.4 above. The possible causes assumed were over speeding and the time is a day in which the people and drivers are running to the work place or turn from work place, recreational time like Sunday congesting road’s population during these days. Secondly, on this main ways the people and animals being free to walk to other places, it gives them chance to fill the roads on these days. The drivers on these days are drunken, chewing, smoking or addicted to stimulants and speedy beyond the limits due to these addictions. ͵͵
These motivate them not to give priority to the road users or to their own life at any time of the time it could occur. 1. Keta Woregenu (Ada’a):The place is located on gentle slope, coordinate of 08043.096N, 039000.739E, and the elevation of the place is 1871m above sea level and it is 52km from A.A municipality with 6861 AADT traffic counting resulting in 26 accidents frequency occurrence on this place . Some of the most reason for the accident occurrence is the followings. Over speeding and straight with to long journey, lack of traffic police enforcement and lack of traffic signal and signs, negligence of the drivers and the steepness of the slope of the route with undulated topography and around the road there are farmers who cross and get accident during crossing easily. 2. Kumbursa (Ada’a):The place is found on gentle slope, coordinate of 08042.096N, 039001.739E, and the elevation of the place is 1888m above sea level and it is 54km from the A.A municipality with 6861 AADT traffic counting resulting in 83 accidents occurrence on this place. The study shows us that most accident causative factors are the following. Problem of sight obstacles, straight and long with no signals, over speeding and roads are serving all the users, relatively steep slope with undulated topography are some of the major problem for the accident occurrences. 1. Hude Kebele G/M (Ada’a, Bermuda):The place is located on gentle slope, coordinate of 08040.579N, 039002.688E, and the elevation of the place is 1852m above sea level and it is 57km from A.A municipality with 6861 AADT traffic counting resulting in 35 accidents occurrence on this place. Hude Kebele G/M in Adda Bermuda has got the accident frequency per the study 35 by traffic flow of 6861 due to some of the following reasons. The straight ness of the distance being 10km with no signal that limit over speeding of the drivers, sight obstacles and over speeding of the drivers in this area, lack of separate roads for pedestrians and animals from the vehicles route and lack of traffic signs and signals
&Ăƌŵ ďĂ ďĂ ĚĚŝĂ dŽ
&Ăƌŵ
ĚĂ͘Ă
ƵĚĂ Ğƌŵ
Source: ETA National Roads Safety coordinator office Figure 3.7: Hude kebele g/m (Adaa, Bermuda) road section ͵Ͷ
3. Beyu Besike: The place location is found on gentle slope, coordinate of 08039.449N, 039003.653E, and the elevation of the place is 1837m above sea level and it is 62km from A.A municipality with 6861 AADT traffic counting resulting in 21 accidents occurrence on this place. In the region of Beyu Beseke the traffic intensity is 6861 from AADT counting and most of the accidents frequently occurred about 21 which is small when compared with what has been seen till this section. Some of the reasons for the accident occurrence during the observation are: The steepness of the route on about 3km long length, over speeding which common to all and signs and signal absence, miss use of roads by pedestrians, animals and carts with sight obstacle 3.1.4 Modjo Background and Road Site Inspection: At the time of inspection, public transport vehicles used the junction for picking and dropping of passengers. Specially, drivers of Mini-buses did not respect traffic rules at the spots. There were no traffic signs around the junction also vehicles operated above the speed limits. Market situation The market situation of the town is very attractive because the town established on the main way of our country ports street and with high congested population. So for trading and merchandising condition it is comfortable. The market day of the town is mostly on Thursday of the week. During this day the population of the town increases from different angles as they merge from country side. Therefore the running population and market day condition could result in high accident rate unless polices and the responsible bodies give attention to reduce the rate of the town. Accidents Profile on Mojo Route 1. Shara Dibandiba (Lome):The place location is found on gentle slope, coordinate of 08037.964N, 039005.198E, and the elevation of the place is 1819m above sea level and it is 64km from the A.A municipality with 6861 AADT traffic counting resulting in 21 accidents occurrence on this place. In the observation most of the road accident occurs due to the following reasons. The road serves for all road users, high over speeding, unavailability and improper setting of traffic signals, the merchants, horses, donkey, animals, people, etc congested the roads. The vegetation act as obstacle for sight here, some handy craft sales as market and farm lands around the place can increase the intricacy of the routes. 2. Mojo Megbia Shoa Goga (Lome):The place location is found on Steep short and curved, coordinate of 08035.819N, 039006.690E, and the elevation of the place is 1762m above sea level and it is 67km from A.A municipality with 6861 AADT traffic counting resulting in 10 accidents occurrence on this place. Most common reasons for the accident occurrences are: On 3 major marketing days high traffic intensity occurs such as Tuesday, ͵ͷ
Thursday and Saturday and lack of proper traffic signs, high congestion and over speeding, junction’s at bridges area and sight obstacles are some of the commonest cause of accident severity on this route.
Source: ETA National Roads Safety coordinator office Figure 3.8: Mojo Megbia shoa goga (lome) road section 3. Fatole / Chancho Megenteya (Lome):The place location is found on gentle slope, coordinate of 08032.967N, 039005.826E, and the elevation of the place is 1753m above sea level and it is 73km from the A.A municipality with 1975 AADT traffic counting resulting in 20 accidents occurrence on this place. The rate of accident frequency is 20 for the traffic intensity of 1975 from AADT counting data. The most reason for the accidents is: Straight and long journey and curved at end and absence of traffic control, steep slope, over speeding and lack of road user’s awareness , congestion occurrence due to farmers, located around with their cattle and animals.
4. Tede and Jego Gidada (Lome): The place location of points (Tede) and (Jogo) are found on gentle slope,too steeply, coordinate of 08033.551N, 039010.796E, 08032.828N, 039011993E and the elevation of the place is 11847m, 1832 m above sea level and it is 76km, 78m from A.A municipality with 1975 AADT traffic counting resulting in 27, 12 accidents occurrence in these place respectively. Most accidents occurred on the inlet of Mojo town with frequency of 27 accidents and in the Natheret in let about 12 frequencies of accidents happened at point B of the road. These accidents faced due to over speeding, zigzag curved roads nature, absence of all traffic ͵
signs and signals, absence of police traffics enforcement, and too steeply and sharp curves. 5. Koka Negawa (Lome): The place location is on the Coordinate 8025.667N, 039001.637E, elevation of 1600m and distance from A.A 92km. The traffic counting registered 1975 intensity of vehicles which causes frequency of accident of 10 in average. During observations the most common accident causing factors on this road are the following. Over speeding, freely moving animals, straight & relatively long, absence of traffic enforcement, negligence of drivers, unseen (sight obstacles) 6. Tuka Langano Kebele G/M (Borae): The area coordinate is found at Co-ordinate of 08016.559’N, 038055.467’E, Elevation of 1683m, Distance of 112km., AADT counting is 1975; frequency of accident on this route is 11 comparatively. During the observation and field study the following combined reasons for the accident occurrence were separated. The road is steep slope, high over speeding, straight and long (10 km), there are congestion of traffic flow on the road, sight obstacles are there, absence of traffic enforcement and signals, Serve for all road users (Pedestrians, carts, Vehicles and other animals) are some of the common causes of the accident here. dŽŵŽũŽ ŬĞƚĞŵĂ 'ŽƌŐĞ
dŽ EĂnjĂƌĞƚ Ś
ĐĂĐŝĂ
EĞƚ
Source: ETA National Roads Safety coordinator office Figure 3.9: Tede and Jego Gidada (Lome) road section 7. Malima Beri (Bora):The place is found in the Sloppy Steep & unseen (obstacle) area Coordinate 08019.260N, 038058.225, Elevation of 1623m, Distance of 115km with accident frequency of 19 in average that is occurred by 1975 traffic intensity of AADT counting. The possible causes for the traffic accident on the routes are due to the following causes. Traffic signs & signals under installation, Over speeding problem, existing situation vs allowable speed, Serve for all road users, no paths for pedestrians, carts, cyclists and animal, traffic signs & signals under installation.
͵
8. Oda Bokota G/M (Dugida): It is found on the location of gentle slope, Coordinate 08010.027N, 038050.410E, Elevation 1668M, and Distance 132km. the frequency of accident is 11 by 1975 ADDT traffic intensity due to Existence of freely moving animals, over speeding, Road serves all users, and Insufficient traffic signs. The traffic accident ausality in the town is increasing from time to time as the number of vehicle passing through the town is increasing. 'ŽƌŐĞŵĂĚĞďLJĨůŽŽĚ
dK͘
ŝŐŽďƐƚĂĐůĞ ; ůĞǀĂƚĞĚ,ŝůů ΘǀĞŐĞƚĂƚŝŽŶ
ϳŵ
KďƐƚĂĐůĞ ;ĞŶƐĞĨŽƌĞƐƚͿ
Source: ETA National Roads Safety coordinator office Figure 3.10: Malima Beri (Bora) road section The roads traffic accident injuries on mojjo town and surrounding in 2000 E.C depicting the death, heavy injury, light injury and property damages. When we compare the four types of injuries the fatality or death is 37.50% on this route which shares the highest percentage rate. The second higher injury is property damage in which it shares 32.14% of the total accidents committed in this years. The third damage registered heavy injury in which it shares the percentage share of the total 16.07%. The least but not the simplest is the light injuries 14.29% share of the total. We can conclude that the death rate on this route is the highest as the vehicles passing through it are very many in number and drivers are careless to slow down. Awareness of the population to the traffic accident is yet late to be introduced in the area through media, advertisement and awareness forums. 3.1.5 Modjo to Arsinegele Roads The small towns are there between Modjo to arsinegele like koka, Alemtena, Meki, zuway, Addamituillu and Bulbulla. The accident severity and roads traffic intensity is not this much exaggerated on these streets from the data obtained. Meki town station found on the Station 128+100-131+240 distance from the country center, Addis Ababa. The town is very small but accident occurrence is very high relatively. These streets are constructed by gravel materials in which it is only one way passage to the other sectors in the North or South. At this roads there was no any traffic polices around the landscape areas during the survey the writer noticed. The speedy cars are very fast moving when you watch at their speedometer reading about 120km/hrs. ͵ͺ
1.Meki Bridge (Dugida):The place is located at Coordinate of 08009.043E and 038049.339N with elevation of 1669m on 134km distance from A.A. the accident frequency registered on this route is 15 in average and this was due to the presence of 1975 intensity of vehicle flow, commercial centers surrounding, bridge presence, over speeding, congestion of traffic flow, sharp curve, zigzag, absence of ring path for carts, animals and pedestrians, long , unseen nature of the road from the side of A.A, existing sign and signal need repayments, presence of junctions on the inlet of the bridge, etc are some common factors for traffic accidents. 2. Meki Kebele 01 (Dugida): The place is located at Coordinate of 08008.999N and 038049.211E with elevation of 1664m on 134km distance from A.A. the accident frequency registered on this route is 27 in average and this was due to the presence of 1975 intensity of vehicle flow, commercial centers surrounding, bridge presence, school of Aziz Bilal, over speeding, urban center, cross junction, congestion of traffic flow, sharp curve, zigzag, absence of ring path for carts, animals and pedestrians, long , unseen nature of the road from the side of A.A, existing sign and signal need repayments, presence of junctions on the inlet of the bridge, etc are some common factors for traffic accidents. This road of the urban center results in high frequency of accident of 27 comparatively. Public transport mini-buses use the shoulder and road side spaces for picking and dropping passengers. The main problem is mix of traffic within the influence area. The population of the Bulbula town is very large and overcrowded because the road is very narrow and only one way that the whole population use the landmass. During the survey what had been noticed was that there were so many students on the way along the way while the time was about 8:00AM, 12:30 P.M and 5:00 P.M of the days. This flow intensity of population in the town indicates that for the fast driving drivers increases the occurrence of accident. The market places, public services, cafeterias and hotels are all straight on the main road. So that congestion of the traffic intensity is high. The animals moving in the street are so many that can exposed to accidents.
͵ͻ
dŽŽŐŽƌŐĞ
dŽĂĚĚŝƐ ŬĞƚĞŵĂ
ŽŵŵĞƌĐŝĂů
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Žŵ͘;ŽďƐƚĂĐůĞͿ
&ůŽǁĚŝƌĐ͘
͘ƌŝĚŐĞǁŝĚƚŚϴŵ ͘ZŽĂĚǁсϭϰŵ
dŽďĞŬĞůŝ
Source: ETA National Roads Safety coordinator office Figure 3.11: Meki bridge (dugida) road section The other town is Arsinegele next to Bulbula landscape. It is populated with so many traffic intensities. The population during the survey day was too much congested as it was a market day, On Tuesday. On the school time, working time ends, and the morning time are congested time with population of the area. These contribute for the high traffic accident fatality in the town. The most congestion factors are the people, the carts, and the animals freely moving on the ways in this area. The cars which are passing these towns from Addis Ababa or from Shashamene are too speeding that during the congestion period cause high accident to the highly congested population of the road users. The traffic accident situation 1. Elka Chalomo /Ziway/: It is found on the slope of gentle land escape, on coordinate 08000.024N, 038043.425E, elevation of 1652m and on the distance of 151km from Addis Ababa. The frequency of accident by traffic intensity of 1465 is 16 in an average. The main cause for the accident occurrence on this route area over speeding, flood problem, lack of place for freely moving animals as it has to gets for cattle path, Relatively flat and straight. 4. Ado Kontola: The road is found at gentle slope, the coordinate 037058.239’N, 038043.229’E, elevation of 1448m, and at a distance of 155km from AA. The traffic frequency registered in this route are 16 due to the causes of over speeding, straight and too long path, serving to all the road users, no side walk, sales for the vegetable and marine
ͶͲ
products around the road, absence of traffic police enforcement, Insufficient traffic signs & signals and the high traffic intensity of 1465 from AADT. 5. Gerbi Gelgile Ersha Limat (Adami Tulu): It is found on the coordinate of 07054.131N, 0380 42.734E, elevation above sea level 1652m, and distance from A.A 162km. the traffic accident occurrence most frequently is 22 by AADT 1465 vehicles. The main cause of the area that is surrounded by Ershaseble is due to high over speeding, Isuzu drivers using long light at night and making difficulty for opposite side drivers, no cart path that leads the major victim on donkey, carts and there are insufficient traffic signals and signs are the defect of the place to prevent accident occurrence while the necessary protective mechanism unfulfilled. 6. Wollen Bula (Ziway): The place is located on the gentle slope of land escape, coordination of 08002.955N, 038043.789E, elevation of 1669m, on the distance of 164km from A.A. most frequently occurring accident by 1465 traffic intensity of vehicle is about 14 per annum in average. The main causes of the accident occurrence are the followings. Insufficient traffic signs & signals, over speeding m and serve for all road users, absence of traffic police enforcement and lack of follow up of responsible bodies. dŽdƵĐŚŝĞƌďĞů WƌŝŵĂƌLJ^ĐŚŽŽů ϭϭŵ
&Ăƌŵ
&Ăƌŵ
dŽ͘͘ dŽŝǁĂLJ>ĂŬĞ
Source: ETA National Roads Safety coordinator office Figure 3.12: Wollen Bula (Ziway) road section 7. Anano Shisho (Adami Tulu): The place is located on the gentle slope of land escape, coordination of 07049.548N, 038041.149E, elevation of 1658m, on the distance of 164km from A.A. most frequently occurring accident by 1465 traffic intensity of vehicle is about 17 per annum in average. The main causes of the accident occurrence are the followings. Freely moving animals congest the road Farm lands presence around the road Ͷͳ
Insufficient traffic signs & signals Over speeding m and Serve for all road users Absence of traffic police enforcement and follow up 8. Meneharia Sefer (Adami Tulu Ketema): The place is located on the gentle slope of land escape, coordination of 07051.715N, 038042.470E, elevation of 1648m, on the distance of 166km from A.A. most frequently occurring accident by 1465 traffic intensity of vehicle is about 12 per annum in average. The main causes of the accident occurrence are the followings. Freely moving animals congest the road, commercial, residence and AddamiTulu Agri Research Centers presence around the road, fairly distributed traffic signs & signals but Insufficient, over speeding m and Serve for all road users, Absence of traffic police enforcement and follow up. 9. Arba Kebele (Adame Tulu): The place is located on the gentle slope of land escape, coordination of 07045.993N, 038038.903E, elevation of 1638m, on the distance of 174km from A.A. most frequently occurring accident by 1465 traffic intensity of vehicle is about 12 per annum in average. The main causes of the accident occurrence are the followings. Freely moving animals congest the road, farm land presence around the road Not fairly distributed traffic signs & signals are found; over speeding m and Serve for all road users, Absence of traffic police enforcement and follow up. 10. Bulbula Shell /Adame Tulu /: The place is located on the relatively steep land escape, coordination of 07043.674N, 038038.719E, and elevation of 1608m, on the distance of 183km from A.A. Most frequently occurring accident by 1465 traffic intensity of vehicle is about 10 in average. The main causes of the accident occurrence are the followings. Freely moving animals congest the road, farm land presence around the road, place of socio-economics activity and has better sidewalks but unused by the road users, not fairly distributed traffic signs & signals are found; over speeding m and Serve for all road users, Absence of traffic police enforcement and follow up. 11. Urufu Lole /Bulbula /:The place is located on the relatively steep slope land escape, coordination of 07043.5N, 038038.4E, and elevation of 1615m, on the distance of 184km from A.A. most frequently occurring accident by 1465 traffic intensity of vehicle is about 14 per annum in average. The main causes of the accident occurrence are the followings. Freely moving animals congest the road, farm land presence around the road, damaged guard fences, high traffic flow, not fairly distributed traffic signs & signals are found; over speeding and Serve for all road users, absence of traffic police enforcement and lack of follow up.The line graph (see detail in Appendix IV, Fig A-3) indicates that the traffic intensity is increasing on this way from time to time. The accidents caused due to the high intensity of the traffic flow on these ways are high. Ͷʹ
The consequences of Death rate and the property damage are almost equal in these sections of the roads to be 40% and 38% respectively. Maximum traffic accident registered in 2000E.C on this way and secondly in 1996 and 1997 respectively. In the remaining two years it had got declination but in the coming year it had rose highest (see extra information on Appendix IV, Fig A-7).The death rate is maximum on these route rated as 35% and the property damage rated as 32%. The rest 14% and 19% are slight body injury and heavy body injury respectively. 3.1.6. Arsinegele to Tukur Wuha Roads Arisi Negele Town Station is found on 223+700-225+600 roads distance. Vehicles operated at high speed and many drivers violated the speed limit during the inspection period. Numbers of driveways or access points per kilometer is very high. The donkey and horses i.e. carts carrying plastic containers overloaded. The traffic intensity is higher than the above ones. One cart can carry 6-8 plastic containers in an average. The road network area is narrow to pass two or more road users and vehicles at the same time. There is no: 9 Benchmark in the middle of the road 9 Pedestrian and pulling carts separating roads 9 Traffic police who control the flows of the traffic intensity 9 Speed limit for those of private and passengers vehicles 9 Care for crossing animals and people 9 Zebra crossing at least at 100m distance The place is situated at some low land and some are at high landscape. The variation of the landscape also contributes the strongest accident to occur. The line graph (Appendix IV, Fig A-5) clearly shows that the numbers of the traffic intensity is highly increasing starting from 2004 to 2007. This is the reason due to the population demand for the vehicles in our country. The accident in the same hierarchically increases from time to time as the intensity of traffic count increases. (see extra information at Appendix IV, Fig A-8) shows that the traffic accident caused 49 fatal injuries, 45 heavy body injuries, 41 light injuries, 65 property damages and a total of injuries within two years 200 damages on both life and properties. The maximum roads traffic accident on Arsi negele in a days of the week’s seen on Thursday in which market day of the area create the environment to be overcrowded and the accident resulted on this day about 19% injuries. The next days are Saturday, Sunday on which people need to take leisure time and recreation. During these days the accident occurs very harshly since they need to walk at evening. The accidents are also on Monday. Tuesdays and Wednesday are very serious because all or the working days.
Ͷ͵
Sunday, 16% Monday, 16.80%
Saturday, 16%
Friday, 8%
Tue sday, 14.40%
Thursday, 18.40%
We dne sday, 10.40%
Figure 3.13: The Daily traffic occurrence from the statistics of 2001 Accident and Location 1. Bura Berma Kebele G/M(Shashemene):The place is located on the relatively steep slope land escape, coordination of 07015.274N, 038029.666E, and elevation of 1725m, on the distance of 225km from A.A. most frequently occurring accident by 1442 traffic intensity of vehicle is about 16 in average. The main causes of the accident occurrence are the followings. Serve for all users (pedestrian, carts, animals, vehicles etc),d onkey carts are the most transportation system for both goods & persons, straight & too long Road (11km respectively), has enough spaces in both sides for Pedestrian & carts but unused,Bad asphalt (highly damaged), no traffic signs & signals provided, weak traffic control, road narrow and over speed problem. 2. Kuyera Hospital (Shashemane): The main causes of the accident occurrence are the followings.No guard fence to the residence sides and traffic signs and signals, there are sight obstacles, over speeding on sharp zigzag curves, existence of social service like market and kebele hospitals, poor traffic enforcement, absence of guard fences for risk areas, and absence of ring roads for carts, animals, and pedestrians walk sides. 3. Karara Filicha (Shashemene): The place is located on the relatively steep slope land escape, coordination of 07013.953N, 038038.054E, and elevation of 1987m, on the distance of 242km from A.A. most frequently occurring accident by 1442 traffic intensity of vehicle is about 32 per annum in average. The main causes of the accident occurrence are the followings. Highly congested units of donkey carts, cyclist, pedestrians and vehicles so that it had got these much of accidents which is maximum when compared to the others seen still. There are insufficient road systems and signals those lead to high accidents. Poor traffic enforcement and high over speed due to the lack of control or management of speed. 4. Melka Oda (Shashemene): The place is located on the steep slope land escape, coordination of 07012.860N, 038037.226E, and elevation of 1847m, on the distance of 244km from A.A. most frequently occurring accident by 1442 traffic intensity of vehicle is about 16 per annum in average. The main causes of the accident occurrence are the followings. Highly congested units of donkey carts, cyclist, pedestrians and vehicles so that it had got these much of accidents which is maximum when compared to the others seen still. ͶͶ
There are insufficient road systems and signals and signals those lead to high accidents, poor traffic enforcement and high over speed due to the lack of control or management of speed, absence of traffic controlling systems.
Figure 3.14: Kuyera Hospital (Shashemane) road section 5. Toga /Shashemane/:The place is located on the steeply and curve slope land escape, coordination of 07007.647N, 038031.371E, and elevation of 1832m, on the distance of 261km from A.A. most frequently occurring accident by 1250 traffic intensity of vehicle is about 24 per annum in average. The main causes of the accident occurrence are the followings. • Highly congested units of donkey carts, Badjajes pedestrians and vehicles so that it had got these much of accidents which is maximum when compared to the others seen still. •
There are insufficient road systems and signals and signals those lead to high accidents
•
Good asphalt roads but steep and curve that create difficulty for drivers
•
Poor traffic enforcement, and high over speed due to the lack of control or management of speed and absence of traffic controlling systems
Ͷͷ
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dŽ
dŽ ǁĂƐƐĂ
ZĞƐŝĚĞŶĐĞ ZĞƐŝĚĞŶĐ Ğ
ZĞƐŝĚĞŶ ĐĞ
ZĞƐŝĚĞŶĐĞ ϵŵ
ŶǁĂƌDŽƐƋƵĞ
Source: ETA National Roads Safety coordinator office Figure 3.15: Toga /Shashemane/ road section 1.Mengist Ersha (Shashemene, Togo): The place is located on the steeply and curve slope land escape. Coordination of location A and B 07007.859N, 038030.238E, 07o 07.844N, 038o07.838E and elevation of 1713m,1729m on the distance of 261km from A.A. most frequently occurring accident by 1250 traffic intensity of vehicle is about 10 and 24 per annum in average respectively. ¾ The main causes of the accident occurrence are the followings. ¾ There are insufficient road systems and signals and signals those lead to high accidents ¾ The most road users are donkey and horse carts ¾ Poor traffic enforcement, and high over speed due to the lack of control or management of speed Comparison of the overall traffic intensity Traffic intensity in the following fig comparison shows us that traffic intensity visualized on the way from Akaki to modjo. This indicates us that the traffic intensity results in the more accident occurrences between Addis Ababa to Modjo routes. . The traffic intensity (see detail information in Appendix IV, Fig A-9) compiled shows that the traffic intensity is increasing from years to years that causes highest possible accident on the road users and properties on the roads side in which they are using for the purposes. Unless otherwise, harsh measurement are taken the traffic accident on the roads causing the country economic degradation. In 2007 the number of traffic intensity was 14600 vehicles are served. The traffic intensity increases, the traffic injuries increase in our Ͷ
country conditions. From the above histogram graph we can conclude that the traffic intensity from Akaki to Debreziet and Debreziet to Modjo is relatively the highest from 2006 to 2007. The general trend of the Bar graph shows as that the vehicle traffic intensity of the road from 1998 to 2007 is increasing. It also helps us that if the traffic intensity is the highest, the most probable traffic accident occurrence is ease on the same line as the road network in this way does not change. In the town area most commonly injured parties are human being but at the rural area those animals seriously affected. 3.2 Summery of This Chapter High traffic intensity and accident occurs on the rout from Addis Ababa to Modjo route because these routes are proximity to the capital of the country and export and import route also path through these roads in these routes. Therefore more attentions should be paid in between these roads to minimize the accident reaction and loss of life and properties. Once loss of life and property faced the country will be loser of many socio-economics benefits and opportunities. The built-up and non-built up areas are very considerably different in their accident situation. The built up area had got much accidents on human and vehicles while the non-built up area are most sever for farmers, animals and industrial workers. These is because these parties are more outside the town and the roads seems free to drive and speedy cars crash life of man and animals most of the times. The most common causes of the traffic accident on this place are some of the followings. The drivers over speeding than the limit set for them, the congestion of the roads by all the road users, common use of the asphalts by the drivers, pedestrians, animals, farmers, bicycles, and carts i.e. absence of vehicles and pedestrians path individually, sight obstacles by zigzag ness of the road, plants around the roads, and other obstacles, absence of signals and signs at some 100m gaps, traffic police strong control and management of the vehicle at place where high traffic intensity occur and lack of enforcements. Most common problem creating factors are identified here such as: •
• •
Highly congested units of donkey carts, Badjajes pedestrians and vehicles so that it had got these much of accidents which is maximum when compared to the others seen still. There are insufficient road systems and signals and signals those lead to high accidents Good asphalt roads but steep and curve that create difficulty for drivers
•
Poor traffic enforcement, and high over speed due to the lack of control or management of speed and absence of traffic controlling systems The most accidents occurrence at the place where there are high traffic intensities, farm land areas, town areas, crossing areas is identified. Some of the places those were identified in receiving road traffic accidents were: This shows where to pay attention and why the Ͷ
accidents are most likely happen here and help to find solution. In the table we see that most accidents occur where there is no strong control of the traffic police. The places where there is congestion of traffic or service availability or less police control, the accidents are frequently occurring by the available traffic intensity. Table 3.5: Summery of places with their frequent accidents condition Places Dukem Koticha (Ada’a Infront Of Ziquala Hotel (Ada’a New Bus Station (D.Zeit): D.Zeit Kebele 03 and In front of Police Station and Tourist Hotel D.Ziet Ayer Hail 1st Get and D.ZEIT AYER HAIL 2nd & 3rd Keta Woregenu (Ada’a): Kumbursa (Ada’a): Hude Kebele G/M (Ada’a, Beyu Besike: Shara Dibandiba (Lome): Mojo Megbia Shoa Goga (Lome): Fatole / Chancho Megenteya Tede and Jego Gidada (Lome): Koka Negawa (Lome): Tuka Langano Kebele G/M Oda Bokota G/M (Dugida): Meki Bridge (Dugida): Meki Kebele 01 (Dugida): Elka Chalomo /Ziway/: Ado Kontola: Gerbi Gelgile Ersha Limat (Adami Wollen Bula (Ziway): Anano Shisho (Adami Tulu): Meneharia Sefer (Adami Tulu Arba Kebele (Adame Tulu): Bulbula Shell /Adame Tulu /: Urufu Lole /Bulbula /: Bura Berma Kebele Kuyera Hospital (Shashemane): Karara Filicha (Shashemene): Melka Oda (Shashemene): Toga /Shashemane/: Mengist Ersha (Shashemene,
Accident 48 51 46 27 13 51 12 26 83 35 21 21 10 20 39 10 11 19 15 27 16 16 22 14 17 12 12 10 14 16 28 32 16 24 34
Traffic 7512 7512 7512 7512 9645 7512 6861 6861 6861 6861 6861 6861 6861 1975 1975 1975 1975 1975 1975 1975 1465 1465 1465 1465 1465 1465 1465 1465 1465 1442 1442 1442 1442 1250 1250
The above table summarizes the accident frequency on the route specifically named and the traffic intensity available over the period of time. Ͷͺ
Chapter Four 4. Methods of Data Collection, Analysis and Interpretation 4.1 Data Collection Methodology To collect and organize data the following main data sources were used during the research paper preparation regarding the data obtainment. 4.1.1. Primary and Secondary Data Analysis The data primarily obtained was through continues assessment of the field study. The places and the roads in which the study concentrate was investigated by the author while making field trip and survey to see the drivers condition, the roads status, the environmental condition, the vehicles health, the police traffic cooperativeness and other important things which were visualized easily. From the primary data most of the problems were identified and helped more in the analysis of the study till the final. The most crucial important points of the work relay on the observation that had made continuously for more than 21 days in the field survey over 9 places of the study roads. In the field study or survey, the primary data was also obtained mostly by interviewing bodies such as polices, Authorities, pedestrians, passengers and drivers. Traffic data were required to undertake the analysis of road safety problems for the road under consideration. These data were helpful in determining the type of measures that were applicable at the site. Besides, the result of traffic counts and compositions were used as one of the inputs or yardsticks to develop criteria in delineating the study road. In this case, traffic flow was important and thus was gathered during the field work. Traffic counts were conducted on three locations along the road. The first location was taken at 42 kilometers from Addis Ababa near to the entrance of Debre-Zeit town. The second was conducted at kilometer 70+ 980 in front of the Modjo Customs checking points. The other one was carried out at 183+000 kilometer from Addis Ababa Bulbula town near to children Amba junction. These locations were selected based on the traffic sites of the Ethiopian Roads Authority. The traffic count period was for seven days from 6:00 to 18:00 hour’s local time that included a 24-hour count on one normal day and on one market day (Saturday). Counts were carried out on two directions at each location. According to the Ethiopian Roads Authority, vehicles are classified to eight groups. The ERA vehicle types composed: Car (automobile), station wagon, small bus, large bus, small truck, medium truck, heavy truck and articulated truck. The same classifications of vehicles were used in this research. Furthermore, additional ADT (Average Daily Traffic) was collected from the Ethiopian Roads Authority.
Ͷͻ
Secondary data were employed mostly from the traffic police centers of each respective sub town’s statistical departments, the Ethiopian road Authority, and the Transport Authority and other books, journals like reporters, Addis zemen newspaper, etc. 4.1.2 The Interview Question Responses The interview question were prepared for the pedestrian, the school children, the authorities and the drivers regarding the vehicle problem, pedestrian problem, drivers problems and road network problems. Among the respondents in the table below shown 3.61% of the respondents said that the problem is due to vehicle problem. This is mostly the feedback of drivers even that not to admit their error. 18.95% of the respondent and the interviewed answered that the problem is the problem of the pedestrian. The pedestrians are not traveling in the proposed crossing and in proper pedestrian roads. They cross ever place either there is crossing zebra or not. Sometimes attempt to cross the road by side other trucks and they are exposed to the accidents easily. 54.87% of the respondents accuse the drivers. The respondents say that drivers do not limit the speed and cause accident to animals and pedestrians. The drivers drive beside speed by drinking alcoholic drink and becoming unconscious while driving. Even they drive and collide with other normal drivers. This cause on the property damage and the life damage is economic degrader of the country. Drivers speed for the following reasons according to the respondents. ¾ To get income from the minibus they drive when the drivers are employed and money targeted ¾ To move fast and trade money drinks alcohol and expose themselves to accident and the others too. ¾ To pass the other cars while trying to compete with the neighboring trucks ¾ To reach the long distance within shorter period of time, etc. Table 4.1: The number of respondents in the interview Problem Vehicles Pedestrian Drivers causative problem problem problem Number of 20 105 304 respondent % share 3.61% 18.95% 54.87%
Road network Total problem 125 5 54 22.56% 100%
22.56% of the respondent said that the road network is very narrow to pass two or more cars freely. Therefore when the cars are coming suddenly head to head they can collide and cause accidents. When the car with high speed and breaker problem suddenly come to the other, it could not fly away from because the road is narrow. The chance it could have is simply waiting the accident till it happen. ͷͲ
60.00% 50.00% 40.00% 30.00% 20.00% 10.00% 0.00% Vehicles problem
Pedestrian problem
Drivers problem
Road network problem
Figure 4.1: The respondents versus the accident causatives 4.1.3 Improper Management of Traffic Police Information The police in the Oromia region do not have data retrieval system and management system when the study is necessary it needs strong effort to get data and information. Data management is the technological and essential for the present time. Some of the problems of data management weakness noticed during the survey are: 1. It follows traditional way and not modernized data gathering system 2. The lack of proper data management of information center workers and not filling the format paper as it is prepared for the traffic purpose 3. Expecting the information is useful only for the law and court center and considering improper data handling for the other research papers. For example if two vehicles problem makers are there in the collision, the data registered is useful only for the problem creator. The one who did not involve in the problem do not register for other purpose 4. The traffic accident data gathering format is in a lack of all the information to be analyzed for instance the data format paper does not encompass the one who did not commit accident, specific place where the accident happened, etc. 5. The problem of transport and message communication system most of the accidents committed where there is no police traffic or where they reach after everything has gone, the data or information being not fulfill totally or partially. 6. If it is not case of life and injury, ignoring property damage and negotiating the two party and not registration of the condition 7. The information centers organization being weak and information dissemination 8. Lack of information exchange mechanism between police to police of different areas In this study four types of main information gathering system were used. 1. From traffic police statistical department centers ͷͳ
2. The Authorities of Ethiopian Transport and 3. From Ethiopian Road Authority 4. From field survey and accident places 9. The information collection process list or details focus on the following parts. 1. on accident severity 2. Type of the accident 3. Movement of vehicle 4. The layer condition of the road 5. The situation of road position 6. The age of the drivers 7. The ownership ness of the vehicle 8. The type of vehicle 9. The place where accident occur 10. The time of the day and time of accidents 11. The place of the accident plan 4.2. Introduction to Quantitative Data Analysis The qualitative data were obtained from police traffic statistical centers during the survey time. It has got problems of data handling. The organization of good handling data helps police not to repeat any types of error in the feature that had made previously. It pushes the head offices to control the data organizational technique and proposal for the reduction of the traffic accident on life and properties. Before the discussion takes place its pace let the factors those affect quantitative data discussions should be seen to help the analysis throughout the work 4.2.1 Factors those Affect Traffic Accidents Rate There are money factors those affect the traffic accident rate injuries. Among them the most common on these roads are: The drivers, the vehicle problem, and the roads network.
ͷʹ
Road network Pedestrian Crossing illegally
Steep slope
Narrowness
Violate traffic rule
Carelessness
Gravel Dusty
Drinking Accident
causes Cloudy & Smokey Drinkin Windy
Hot and cold
Speed Overtaking Rainy
Stimulants Drivers Problem
Environmental Condition
Figure 4.2: Factors influencing road traffic accidents 4.2.2: Traffic Accidents Classification Based on Time The traffic accident could occur on the study street cumulatively assessed and identified to make conclusion based on the roads type and the roads user in the Oromia region. The timely traffic accident analysis helps to judge and when to take action for the reduction of traffic accidents. The above Cause and effect or Fish bone diagram shows the main factors on these roads. A. Traffic Accidents on Days of the Week From the fig 4.3 we can conclude that the highest accidents occurred was during the day of the week on Tuesday and estimated to 18%. This was because of the day is marked as a market time in which the population of the road congested by the road users and the school period in which student fill the roads during morning, at noon and after noon as well as it is the time in which the workers go to their work place on these day in most of the Oromia region.
ͷ͵
Monday 13%
Sunday 14%
Saturday 16%
Tues day 18%
Friday 12% Thursday 16%
Wednesday 11%
Figure 4.3: The Pie chart shows us daily roads traffic accidents As a result of these common factors the day of the week resulted in utmost accident causality. On Saturday and Thursday the accident percentage reached about 16% of the total that these two days are also the market days for most of the regions and working period of the week so that population number on the roads increases on these days on the rural and town Areas. Therefore during the market day the pedestrians’ traffic intensity increases more than the other days. Secondly the drivers drive very fast beyond the limit of the speed recommended by the law. These speed is due to reasons such as alcoholic drink, chewing chat (use stimulants), and some narcotic (stimulant and drugs) obtaining it easily from the road side sellers especially on those market days. Thirdly, the day in which the accidents percentage share reached 14% is on Sunday. The reason is that it is the recreational day for most of the workers in which they get rest time and for money Christian it is an entreaty day. Generally these days need more attention by the responsible body to bring down the alarming rate of the accidents on these roads. The rest of the days are not this much accident causative day of the week. B. Hourly Roads Traffic Accidents Rate The roads traffic accident rate varies from time to times in the worlds and particularly in our country. The variations of the accident rate depends up on the situation that the activities are very frequent. When there are many activities, the accidents measured are very high. The factors which are very contributor for the accidents occurrence is that the situation of school, working hours, driving hours, market conditions. At early morning, at peak hours, afternoon most of the roads are congested and occupied with more traffic intensity. During these periods the accident rates increase because workers, marketers, students can go or back from their purpose places. So the concentration of the roads traffic increases in such situations. ͷͶ
250 200 150 100 50
1. 00 -2 .0 0 3. 00 -4 .0 0 5. 00 -6 .0 0 7. 00 -8 00 9. 00 -1 0. 0 11 .0 -1 2. 0 1. 00 -2 .0 0 3. 00 -4 .0 0 5. 00 -6 .0 0 7. 00 -8 .0 0 9. 00 -1 0. 0 11 .0 -1 2. 0
0
Hourly Committed Roads Traffic Accidents
Day time accident status (E.C) Night time accident status Figure 4.4 Hourly accidents registered As the fig 4.4 shows us that more accidents recorded during the day time of 2.00-4.00, during the peak period of 6.00-8.00 in the day time and 10.00-12.00 day time due to the times are here the rush time when students, workers run to the work place, school and again comeback to home for lunch or for the night walk or home as well as during the night time of 1.00-3.00 because of the people are taking recreational walks, or running to their home from different work and purpose. The accidents are more at these times due to the workers are flowing to the work place and the students going to school and back. The time in which the accident is the highest during the peak times of the work and purpose because many people are going home from the work place and school or market and some considering these times as recreational period after job at this moments. The minimum accident rate is registered in the middle of the night time and the quarter of the night as it is depicted in fig 4.4 above. These are because of the time in which all the activities halted in the environment and take rest. The monthly data did not obtained from the police commission and left without analysis. 4.2.3: The Traffic Accidents Based Upon the Drivers Situations From the main causes of the roads traffic the drivers take place the first place. Some of the factors for the drivers’ accident commitments are the following. 1. Driving beyond speed limit 2. Denial of passengers priority 3. Loading beyond capacity 4. Loading people on material carrier trucks 5. Negligence problem 6. Carelessness where there are animals and people in density 7. Rejecting traffic signs and regulations 8. Lack of driving or behavioral problem The causes are ͷͷ
•
the employed drivers problems are very significant because they are relaying on money
•
problem of giving license for driver that is not standardized to obtain it easily
•
lack of driving from dangers barriers strictly
•
most of drivers being in the age of young
•
for the drivers who make mistake or accident no penalty of taking away the license from them
Age of Drivers Vs Numbers of the Accidents The road traffic accidents committed by the vehicles also depends on the drivers’ age and their efforts. Most of the time the accidents are committed by the driver in the age range of 18- 30 years. These is because they drink alcoholic drinks, speed over the recommended, think as youngster and carelessness for their life and others. Above 51 13%
unknown 8%
Less than 18 12%
31-50 31% 18-30 36%
Figure 4.5: The traffic accidents caused by the driver’s age category From fig 4.5 we can see that maximum traffic accident is committed by the drivers ‘age ranging from 18-30 years old contributes an accident of 36% of the injuries within the four years. This is because these aged drivers are very speedy, hot and addicted to stimulants (such as drug, Chat or plant leaves, cigarette, and drunk), so that they are stimulated and drive carelessly. Once they are stimulated drive very fast and as the same time are exposed to serious accidents. Therefore more control should be given to this age group. The second groups are the drivers who are aged from 31-51 years are also committed to the accidents. This is because the age of this area is in which most of fire and adolescence stage seen. The drivers are very careless to life and property damages. Some time they act as the only excellent drivers. They also support their driving state with drinking alcoholic things. The ignitions of this alcoholic drink make the drivers brave and the colliding and over turning probability become the highest. Above age of 51 commit an accident of about 8% only and less than 18 years old also commit only 12% of the accidents. ͷ
When we compare the accident state in the four years period the drivers in these age group the accident rate was reducing in 1999 but in 2000 year it had showed the increment. This is because the lack of awareness and the control over the drivers is being poor by the police traffics and the society or community. A. The Driver’s Genders Vs Accidents Committed: Most of the scholars say that gender of the drivers influence the type of road traffic accidents committed. The females cannot commit accidents as those of males. Even many researchers put these logics. But some of the researchers oppose these ideas because the female numbers who are considered as the vehicle drivers are very small when compared to male drivers. 120.00%
99.17%
100.00% Percentage Share Contribution
80.00% 60.00% 40.00% 20.00%
0.83%
0.00%
0.00% Male
Female
Unknow n
Gender
Figure 4.6: The Traffic Accident Causality by Gender Group From the fig 4.6 we can conclude that 99% of the accidents caused by the male drivers due to the following predictions. ¾ Males are very drunker in the Ethiopian culture and norm than females. When someone drinks more he will get tired and cause problem ¾ The males are more than the females when compared in number and most of the time they drive long distance and after these tidies journey the may get tired and unconscious ¾ Male drivers involve in the market of the passengers transport that simultaneously need to get money and so that driver harshly to turn frequently in the same day on these routs ¾ The rule and regulation for the drivers are very weak that they are not strongly punished and given education, training specially those of private drivers. But here determination of the sex group as males are committing higher accident than female in total is impossible because we do not know how many of females and males derived by this route as it is not register except the accident committed parties.
ͷ
Educational Back Grounds of the Drivers: Most of the time the educated drivers are expected to drive with a minimum cause of accidents that they do not commit accidents more than those of illiterate drivers could commit. The statement may be some times wrong when they are addicted to some alcoholic drinks. But if these are not they are better to drive at concentrated thinking and careful regardless of some barriers. When drivers are trained and cultivated well before they start driving both in higher education system and driving license system, they can reduce the accidents that can be easily committed. Because they pay attention as education in any way reshape human being mined psychologically to keep his balance. Therefore the education play big role. 250
Accidents committed
200 150 100 50
1997 1998
0 Illiterate
Basic education
1st cycle level
2nd junior level
2ndry high school
Above 2nd high school
unknown
1999 2000
Educational status
Figure 4.7: The Accident rates by the educational background Most of the accidents caused by the drivers who has completed secondary high school level in 1998 and from 1st cycle to secondary highs school level the accidents committed was more than 76.23%. The reason of the severity of accidents committed in the group of 1st cycle level, secondary junior level and secondary high school levels is because when they finish school program and lose the chance of joining universities, they need to have license to be drivers. These stages of educational background are being uncontrolled, it contributes and causes the drivers not to have the technical effectiveness in his or her educational level. The other thing people who are in these three most important stages are very addicted to a chat chewing and alcoholic drinks that stimulate them to drive at a highest rate of unlimited speed. In the above graph we see that most of the accidents are contributed by the drivers in the school status of first cycle, the secondary and junior and secondary high school. The above analysis shows where and how to attempt the licensing methods. D. The Drivers and Vehicles Relationship Vs the Accidents Committed The Table 4.6 shows the vehicle and the driver’s relationship. In the table most of the accidents i.e. about 61.15% of the traffic accident and sever injuries are committed due to ͷͺ
the employee drivers. This high alarming rate of the accident was noticed because of the following main reasons. ¾ The employees need to obtain more money in a day from the passengers ¾ The employees do not give care for the vehicle service life as it is not their properties and as a result of this they can drive more harshly and need to pass over the other cars in unnecessary road. Due to these they may turnover or crashes with the others. The owner of the vehicle causes about 30.41% of the accidents in these roads because they pay attention for their property; they need their life and also think for others. These amount of percentage occurred due to sudden case or others error or the difficulties of the environment. These could one of the problems of the data that it cannot express for what reasons it had happened. The data collecting system of the traffic police should consider these factors for each state of the accidents. Table 4.2: The drivers and the vehicles relationship Relationship between driver & Total Percent share vehicle 1 The owner of the vehicle 660 30.41% 2 Employee 1327 61.15% 3 Others 168 7.74% 4 Unknown 15 0.69% Total 2170 100.00% Source: Compiled by the Author and data from East Shewa police traffic statistical department R.No
E. The Drivers Experience and the Related Accidents In the fig 4.8 we can compare the traffic accidents of the four years from the prospective of the driver’s experiences. In 1997 drivers with 5-10 years’ experience committed about 37% of the total accidents of these years. In the same year 1-2 years experienced drivers also committed accidents of about 33%. This indicates us that the accidents in 1197 were most probably committed by the drivers of experience of 1- 10 years in general.
ͷͻ
Percentage of accidents
40.00% 35.00% 30.00% 25.00% 20.00% 15.00% 10.00% 5.00% 0.00%
1997 1998 1999 2000
Have no Less than 1-2 years 2-5 years license 1 year
5-10 years
Greater than 10 years
Drivers' Exprience
Figure 4.8: The drivers’ experiences vs. accidents Secondly the accidents rate decreased in 1998 due to the experienced drivers by 12% and then increased to 28.9% in the year 199 by the drivers of experienced from 2-5 years. In total when we see the accidents causality by the driver’s experiences category it was in the experience of 2-10 years of the drivers’ experience. These are most probably due to the confidence of the drivers. But the police data cannot show why these were happened. Therefore it needs in the feature to be considered in the data collection and investigation of the police when things come in to the proper ways of their working environment. F: The Levels of Driver’s License and Accidents The level of license may show that the drivers have got effective training through strong education training. Therefore it could influence the occurrence of accidents. The license of the drivers can show how and when to give the drivers from thorough study. In the following fig we see that as the license increase accident increase. The fig 4.9 above shows us that the maximum accident causatives are the 3rd level licensed drivers for the years of 1997, 1999 and 2000 with injuries of 151, 135, and 252 respectively. In 1998 the fifth license level created a maximum of accidents. These are because they hold the cars with high loading capacity and driving at an alarming rate especial those of the minibus drivers. But here it has a lack to clarify the cause of their accident commitment.
Ͳ
no license, 6.13%
Unknown, 6.22%
1st, 6.04%
2nd, 12.35%
Special certified, 5.99%
5th, 17.24% 3rd, 27.42% 4th, 18.62%
Figure 4.9: The driving license level and accident percentages 4.2.4:. Vehicles Failures and Accident Characteristics A: The Life Service of Vehicles and the Accidents When service life of the vehicles is increased, the reliability of them to travel longer distance gets less and less. Therefore the accidents it can result in will increase. The part of the vehicle depreciates from time to time and gets reducing its speed and other important conditions. In the below figure 4.10 when the vehicle service gets longer in its service, it had got more accidents and injuries. Once the vehicle served for more than five years and ten years, the vehicle causes the largest accident rate. For example the service life of above 5 years resulted in cumulative accident rate of 26% over the four periods of the years. Because the service life increases means the cars familiarity increases. The maximum accident attained in the cars service life of the 5-10 is 579 and 2-5 is 491 injuries were recorded by the police traffic. The above figure illustrates in general that the vehicles used on these roads varies in their service life from 2 to 10 years’ service life. Up to 1 years, 9.95% Unknow n, 8.53% Above 10, 19.31%
1.0-2.0 years 11%
2.0-5.0 years, 25.21%
5.0-10..0 years, 26.22%
Figure 4.10: The service life of the vehicles and accidents committed
ͳ
B: Types of Vehicles Vs Numbers of Accident The vehicles type by itself has its own contribution to the roads traffic accidents in any worlds. The types of the vehicles which can cause accidents are Heavy load capacity known by their trade mark of ISUZU, the People transport of sit capacity 12, 13-45, and over 46, heavy truck loads of 11-40,41-100 quintals loading capacity, carts, taxes, special trucks with trailers and without trailers, trains, pickup, station wagons, bus, etc. but among the above the most common known for their highest accident rate on the study area are station wagons ( minibus), heavy load of 10-40 quintal loaders (ISUZU), people transportation of sit 12-46 capacity and others. Most of the accident committed by heavy load carrier and by the minibuses. Heavy load of capacity 11-40 quintals (Isuzu) much of the accidents on these ways than others relatively. The percentage of the accidents it had committed in these years of the data analysis was 15% and second to this were heavy load trucks of capacity 41-100 quintals resulted in an accident of 13.27% in these years of data analysis. Thirdly the station wagons are common to cause an accident of 9% in this period of assessment. These show us that most of the accidents are committed by these three major types of the vehicles. The types of the cars cause large life and property damage is the heavy truck load capacity of 41-100 quintal, heavy load truck with the trailer, people transportation of sit 13-45, people transportation of sit over 46, and heavy truck load capacity of 11-40 quintal. They all together contribute maximum roads traffic accidents on the Oromia roads in general. Unknown Train Special trucks with trailers V e h ic le t y p e
people transport sit over 46 People transport 12 sit capacity Tanker
Heavy load truck capacity of 41-100 Pickup loading 10 Quintal Bus Bicycle 0%
2%
4%
6%
8%
10%
12%
14%
16%
The percentage of the Accidents
Figure 4.11: Types of the vehicle caused injuries
ʹ
C: The Failures of the Vehicles and the Accidents
ow n nk n U
bl em pr o o N
ec ha
er
m
g O th
tin
ni ca l
pr ob lem
bl em Pr o Li gh
Ti re
Fr eo n
ep Br ak
pr ob le m
45.00% 40.00% 35.00% 30.00% 25.00% 20.00% 15.00% 10.00% 5.00% 0.00% ro bl em
Percentage of Accidents
The vehicle problem in Ethiopia is one of the problems of car accidents causality. But most of the time the problems arise from the aspect of no problem. The following figure depicts that the problems are due to no problem of the vehicles due to many other cause of the traffic accidents tried to be mentioned and will be mentioned in this chapter. The cars problem attained has no significant accident cause but the highest accident is due to the drivers and without the failure of the cars parts considering the other contributory factors for the causality. Sometimes the drivers do not know the problem of the cars but they cause accidents or the traffic police register unfulfilled documents from the accident area. 40.7% of the accident committed was due to no problem to the vehicle in the course of its service.
Vehicle failure
Figure 4.12: The vehicle problems and its accidents situation 4.2.5: Type of Roads Network and Environmental Conditions In Arba Lake, kumbursa, Bulbula town, bridges on zigzag roads, steepness on straight roads, too zigzag roads are very severing and injury places. From Bulbula brige area Urfa Lole the accident preventing road side iron support has been crushed on the road from A.A to Hawassa direction. To understand the roads situation, the roads authority should study the roads condition regarding traffic intensity, distance, type of layer, type of asphalt, the place settlement, in service condition of the roads, the environmental condition, etc are some of the important factors to study the type of the roads. The accidents occurrence was due to the following conditions. ¾ Lack of cart, passengers, and animals alternative roads ¾ Presence of others obscuring things on the road sides from sight of the drivers such as building, plants, hills, etc. ¾ Narrowness of some place of the roads on the routes ¾ The plateau of the lands being zigzag, hill, ups and downs in some place on this ways ͵
¾ During the roads design and building of the roads lack of consideration of safety of the roads ¾ Insufficient traffic signals on the routes are some of the main causes of the roads accidents. A: Types of the Roads and Accidents In nature types of the roads affect the occurrence of the accidents. The types of the roads registered in Ethiopian context are roads joining the rural, the gravel, the roads joining the provinces and roads on the town. Among the roads type, the one which contribute the maximum injuries is the road type joining the rural according to the analysis of these data. As the figure 4.13 indicates us that the most accident occurred was on the ways of the country side (rural) junctions than any other places because in the thesis47% of the accidents registered where there is a roads joining the country sides (rural) and about 36% of the roads accident happened at the province joining and gravel roads area contributing equal percentage of the accidents. The other accident that accounts for 16% on this way is in town areas. Tow n road, 18.06%
Joining Rural 47.00%
Joining provinces , 16.31%
Grave l road, 18.62%
Figure 4.13: The road type and the accidents conditions B: Most Common Areas Those Receive Road Accidents The accidents on the roads may occur around some of the following areas. These areas have to be identified where the accidents occur and decision should be taken to find the counter measures of the roads accidents. The characteristics of the roads where it is asphalted, not asphalted, concrete roads around villages, around schools, around factories, around prayers, around market areas, around recreational areas, hospitals, office areas, residence areas, and other places are the most commonly known place which is exposed to roads traffic accidents in our country and even over the worlds due to different reasons. The most commonly road accidents occurred at the place where no asphalt roads and where there is no built-up areas. This is because the drivers can drive freely in these types of area as there is no traffic intensity congestion seems to them very small and where there is no control of police traffic. In the above figure we can see that in all the period of the study the Ͷ
450 400 350
408 362
300 250
232 190
200 150
186
174
184
175 129
105
100 50 0
ea
th er s O
ce
ar
ar ea en re sid
O
tal
ffi ce
ar
ea
a la re
os pi
na
Re cr
ea t io
ar k M
H
a
et ar ea
ar e
ry
l oo
Fa ct o
sc h
er s ay Pr
ro A
ro
O
ut
of
co n
cr
ete
un
ad
ph as ot N
d
vi l la ge
25
al ted
Number of Accidents
accidents on the roads due to traffic flow of vehicles occur around the residence areas, the offices, markets, and on concrete roads area.
Most common areas receiving accidents
Figure 4.14 Most common areas those are exposed to vehicle accidents C: The Roads Design Branching and Accidents The design and the layout of the direction of the roads also affect the accidents occurrence on the roads. In the following figure we can see that in 1997 E.C the rate of accidents percentage reached maximum due to the road design of unidirectional or only in one direction. The accident contribution was 40%. In general the accident occurred due to the roads design of unidirectional, bidirectional and not divided and symbolized by colors that make comfort to drivers easily. The Road Authority of Ethiopia need to take harsh measure and response for the roads of the country level to reduce the road accident it contributes. The roads design by itself contribute accident on life and properties. The accidents occur here due to one way of the roads design. These is the flow of traffic in this way is high but the road in these areas are not satisfactory to change the shortest possible way and move in other way. These makes collision more facilitated by the car. In general, all the problems of the accidental injury noticed at the place where there is a unidirectional and bidirectional roads design. The maximum injury occurred in the bidirectional roads.
ͷ
40.00% 35.00% 30.00% 25.00% 1997
Percentage of accidents 20.00%
1998
15.00%
1999
10.00%
2000 Total % share
5.00% 0.00% Unidirectional
Bidirectional
Island isolated
Divided by not symbolized color
Divided by the colored symbol
Road design
Figure 4.15: The roads branching design system D: The Position or the Direction of the Roads and Numbers of Accidents In any way the position and direction of the roads affect the traffic flow intensity and accident characteristics in any country. If the roads position is too hilly the accident occurrence is high and expected from its state. One way roads direction can affect the occurrence of accidents in the world’s roads. The single ways have high accident rate than two ways roads direction because the vehicles cannot easily pass by each other on these ways. In the figure 4.16 we see that in 2000 E.C highest accidents were happened rated as 275 on a straight and plain road. Generally we see that the accidents are more on the plain and straight roads in the Oromia regions especially in the place where there is a high speed but no problem of roads characteristics. N.B: Fig 4.16 indication sequence is from left to right and legend explanation from top to bottom respectively. Generally we see that the accidents are more on the plain and straight roads in the Oromia regions especially in the place where there is a high speed but no problem of roads characteristics. Here the big problem is that the characters tics of the data told us that it can help us to judge which type of the roads position is the cause for more accident but it cannot tell the main reasons of the causes of the accidents. The most frequently occurred accident is on the straight and plain areas of roads. The second condition in which the accident happens is on the straight and slightly sloppy areas of the roads.
300 250 200 The amount of 150 accidents
1997 1998
100
1999 2000
50 0 Straight Straight Straight Straight Slightly Strongly Hilly and and and and ups zigzag zigzag plain slightly steeper and down slopped
Slope Others down
Roads type
Figure 4.16: The condition of the roads where most common accidents were committed E: The Roads Junctions and Accidents The roads meeting type also affect the traffic accidents on the ways of the roads. The meeting being many like that of Modjo roads, the collision most probably occurs every day on such ways. The fig 4.17 below clearly shows for the study roads that the maximum accident percentage contributed by the roads junction groups is where there is no any junction and joining roads. This default may arise from the drivers or the environmental conditions. But there is anything that can depict the main reason for the occurrence of accidents on the straight, plain and no junction area. The most accidental problems occurred at the place where no joining. It has a rate of about 43% when compared with others. A minimum accident occurs on the train roads cross, the O-circular shaped Islands, X-shaped junction areas. Y-shape, T-shape and t- shape roads junction contribute a total of 30% accident contributions to the roads traffic accidents. The other 7% are registered by the Oromia police sectors others places not indicated on their form of the papers in which they register. The place is branched and divided in to different direction but the accident is highly notified at this places. Some accidents can be seen at T-shaped and t-shaped.
othe rs, 6.87% Train road cross, 5.81%
X-shape d, 7.14% No joinin g, 44.98%
t-sh ape d, 9.22%
O -ci rcu lar i sland, 6.82%
Y- shape , 11.24%
T-sh ape , 10.55%
Figure 4.17: The roads junction type and the occurrence of accidents condition F: The Types of Road’s Layer and Accidents Conditions The roads layers such as gravel roads, good asphalted roads, dusty roads, and gorge asphalted roads affect the occurrence of accidents on these routes of Oromia region. We can see the percentage contribution of the accidents on such types of roads. In the figure 4.18 below the roads layer type does not affect the accident severity because most of the accidents percentage shows that the life and property damage over the four years on these roads are due to the asphalted road type. The road is asphalted means it is not the matter of the road to cause these much accidents on the way from Addis Ababa to Hawassa. There are other problems other than the layer of the road for the occurrence of accidents. Good asphalted roads accident rated as 46%, the gorge asphalted contributes only 20%, the gravel type of the roads layer contributed for the accidents of only 18% and the other dusty road type contributed only about 16% over the four years. The accident probability occurrence is on the place where nice and excellent asphalt is there and to some extent on the gravel roads. Dusty 16%
Good asphalt 45%
gravel 19% Gorge asphalte d 20%
Figure 4.18: The road’s layers types and accident consequence G: The Road’s Environmental Conditions and Committed Accidents The roads environments such as dryness, moistness, mudyness, and others can affect the occurrence of roads traffic accidents. ͺ
As the figure 4.19 depicts that the roads accidents committed due to the dry roads condition. The states tell that due to roads problem the accident is not significant. The other factors which are very confusing for the roads accidents are there in some parts. These parts of the problem causing aspects would be selected in the finding summery. The 59% of the accidents on this route are occurred on dry roads and minimum roads problem occurred muddy, moist and others in a 14% of the situation. The top accident occurrence is in the environmental condition in which the roads are very dry and to some extent in which the roads environment become moisten. 60.00% A c c id e n t c o m m it t e d
50.00% 40.00%
55.90%
30.00% 20.00% 10.00%
15.90%
14.38%
Moist
Muddy
13.82%
0.00% Dry
Others
Environmental condition
Figure 4.19: The road’s environmental conditions H: Types of the Accidents Committed by the Vehicles
16.00% 14.00% 12.00% 10.00% 8.00% 6.00% 4.00%
O th er s Un kn ow n
n e co llis io n Tu rn lis in io g n ov of er pe de st An r ia im ns al s c Fa ol lis lli Co ng io llis n f ro io m n of ve h ic st an le din Ab st g ra ve ct hi cle th in g co Co llis llis io n io n wi th tra in
on
co llis io
e
Co l
Si
de
to
by
sid
sid
ck ba to
ce
Fa ce
Fa
Fa ce
to
fa ce
co llis io n
2.00% 0.00% co llis i
the percent the collision cover
Accidents can be committed on the roads by vehicles may be face to face, side to side, face to side, face to back, back to back, turning over, collision with pedestrian, failing from running vehicle, collision with train, collision with animals and so on. Let us examine where the accidents occurrence is maximum in the types of collision from the roads study and data obtained.
type of collision
Figure 4.20: The type of accident committed The most important factors for the collision of the vehicles and occurrence of the accidents are the following four conditions. ¾ Face to face collision and face to back collision ͻ
¾ ¾
Turning over and colliding with pedestrians Face to side collision and side by side collision
I: The Light Condition and the Committed Accidents Understanding the light condition of the environment and the vehicles are very important for the reduction of accidents. In the study site the lightening time has faced the highest percentage of accidents in the truck ways from Gelan to Tukur wuha. Dark or no road sides light available 9%
O thers 7%
Day light 40%
At night with weak road sides light 8%
At night with good road sides light 11% At the sun rise 11%
At the sun set 14%
Figure 4.21: The light conditions and committed accidents In the figure 4.21 we can notify that about 40% of the injuries occurred due to the day light or good light. Therefore in this sense we can say that the roads accident occurred is not due to the problem of light. There is other factor behind these. The commonly seen accident at the sun set and sun rise because the population of roads are very dense at these time as the people leave /get from /to the work places. The most notified accident is during the day time of the travel. The reason of the problem now strictly studied under this condition by the police. If the day time were shadow, what is the problem then? It could be very high. 4.2.6:. Condition of Accidents on Life A: Activity of Pedestrians and Accidents Most of accidents occur where there is high intensity of population. The intensity of population could be found around schools, farmer’s village with their animals, around offices, around marketing area, and working places. In these main roads in which the study concentrated the people are trying to cross the roads carelessly, so that the probability of the accident to occur notified and seen is increased.
Ͳ
Unknown
Types of workers
Bombard 2000
Jobless
1999 1998
Farmers
1997
Workers Students 0
20
40
60
80
100
120
140
160
180
Amounts of accidents
Figure 4.22: The occupation of the pedestrian and accidents event on them Students, workers and farmers have the maximum accident injury on these truck roads of the area. This is because the students rush in mass and they have no awareness about the accidents occurrence. The farmers also have no awareness when they cross the roads as they get tired with the job injuring the day times. The workers also get trouble on the way while they are leaving job at evening or getting to the job early morning. The figure depicts that about 150 road injuries and accidents are occurred on the farmers, workers and students contributing the percentage of about 70% in total. Therefore these data shows that where the training and education should be given in the country and in particular for these roads users. B: The Condition of the Weather and Its Impact for the Occurrence of accidents The weather conditions of the environment also have an influence on the traffic accidents of the roads in which the study sites are concentrated and other places. Such as sunny, cloudy, rainy, windy, dusty, and so on can have an effect on the roads traffic accident. They can accelerate the roads accidents from time to time. From the following graph it is seen that the accident probability is highest on good whether condition and the dusty environments when compared to the others. These are so could not be the reason for the accidents occurrence on the roads of the study. The main factors now easily could be identified.
ͳ
Hot 9%
Good weather condition 10%
Cold 7%
Cloudy weather 14%
Cloud 11% Dust 25%
Heavy wind 10%
Heavy rain 6%
Rainy 8%
Figure 4.23: The weather condition and its impacts for accidents occurrences C: Vehicles Motion and Number of Accidents The other factor that has to be seen thoroughly during the study is that the accidents from the prospective view of the vehicles motion on the roads. Some of the vehicles motion is entrance to the joining roads, turning both right and left, passing over the other vehicles, straight traveling, getting out of the home, offices, celebrations, stopping, u-shape turning, etc. the activity of a vehicle has effect on accident occurrences while it is in different state. In the figure below we can see that the most accidents happened due to the following vehicles motion. 9 Passing over the other vehicle (22.40%) 9 Straight forward traveling (21.80%) These to conditions contribute the total accidents of 45.20% of the total accidents listed out in the figure. This tells that the greatest occurrences of accidents are arising from the speeding up of the drivers and carelessness of the drivers losing awareness not to give priority than moving strait forward.
ʹ
During entrance of joint roads (5.85% ) To entrance of joint roads (5.44) Turning right (5.67) 3.69%
5.94%
Turning left (5.76)
5.85% 5.44%
4.01%
5.67%
“u” shape turning (7.56) 5.76%
3.82%
Passing over other vehicle (22.4% ) Straight traveling (21.8)
3.69% 7.56%
Getting out of the home (4.38% ) Moving backward (3.69% )
4.38%
Entrance of cross roads (3.82) 22.40%
Stopping (4.01% ) Others (3.69% )
21.80%
Unknown (5.94% )
Figure 4.24: The accident causative vehicle motion status D: The Pedestrian’s Health Conditions and Accidents Most of the time, the ratio of the health to the abnormal people is more than that of unhealthy people ratio to the health people in the real system. Therefore when we see the accident level is on the health people is higher. So it indicates that the health people are under risk. The pedestrians who are engaged in an accident could be health or patient like handy cape, blind, deaf, drunken and lost his position. As the figure 4.25 in the following shows that the maximum accident injury occurs on the health people. The reason of the accident is the same that the carelessness of the vehicle driver and the pedestrian themselves. The road users do not consider the distance between the vehicle and themselves. The pedestrians are not crossing roads at the crossing roads. The pedestrians are moving inside the main roads so that the accidents easily couch. Next the maximum accident registered on handicap people and on drunken people. Even though both parties could have ability to see, they have no ability to escape from the vehicle as they lack energy.
͵
800 700 A m o u n t o f in ju r ie s
600 500 400 300 200 100 0 Deaf
Blind
Handy cap
Health
Drunken
unknown
Health status
Figure 4.25: The pedestrian body status and health condition E: Motion of the Pedestrians and Severity of Accidents They Receive Motion of the pedestrian has effect on the roads accident severity and occurrences. These is that the road users unless and otherwise they are not traveling in the recommended rule for traffic severity of accidents increasing. The pedestrians motion such as crossing at the crossing roads, the crossing of vehicle roads at where no crossing lines, crossing beside other track, moving on the pedestrian roads and on vehicle roads, etc. some of the condition in the study time has been seen below from the data analysis. In the figure preceding it can be seen that most of the accidents on the way Gelan to Addis Ababa are the highest due to the crossing of the roads where there is no pedestrian crossing zebra. It is rated as 19.86% in which it is the highest there is may be also be that on these roads at most places there is no crossing roads zebra. That is why people and animals easily cross the roads easily. The most second problem of the pedestrian motion is due to crossing at a cross roads. These are most probably the driver’s hastiness and carelessness. Others Sitting or sleeping in the vehicle roads11 Playing in the vehicle roads Pushing vehicle or working Moving on the left where there is no pedestrian roads Moving on pedestrian roads Crossing hiding himself at the vehicle crossing
Crossing at cross roads At traffic light cross roads crossing 0.00%
5.00%
10.00%
15.00%
20.00%
25.00%
Figure 4.26: The motion of the pedestrian and effects of accidents Ͷ
F: The Accidents Effects on Animals Table below shows us that the animals injured on the roads either by death or wound. The probabilities of animals to be killed or injured in this ways are increasing from year to year unless and other wise harsh measure is to be taken. The death of animals in 1997 was only 14 but in 200 it had increased to 37 deaths. The death in 1998 was very small when it was compared to the others. The increasing of the animal death on these roads is due to the following reasons. Table 4.3: Accidents faced animals Years of accident Death wounded Total Percentage share 1997 14 5 19 17.27% 1998 8 3 11 10.00% 1999 17 10 27 24.55% 2000 37 16 53 48.18% Total 76 34 110 100.00% ¾ Due to lack of awareness of the drivers not to care for them ¾ The farmers lack awareness for their animals that they follow them on straight asphalt. Due to this the fast driver hit them ¾ The fast rate of increasing the vehicles in the country ¾ The rule and law being loosen ¾ Transport authority loosen the educational awareness forum for drivers ¾ Education loosened on the way for the road users G: Types of People Injured by the Accidents During the instance or event of road traffic accidents occurrences drivers, pedestrians or passengers would be under the risk of the accident. Table4.4.4: The Types of people injured by the accidents s/n 1 2 3
People who injured Death Heavy injury Slight injury Vehicle drivers 43 33 13 Pedestrians 91 89 37 Passengers 142 144 101 Total 276 266 151 % share 36.03% 34.73% 19.71%
Total 85 270 411 766 100.%
% share 11.10% 35.25% 53.66% 100.00% 100%
Table 4.4 indicates that which types of the people are more get Sevier risk during the event of roads traffic accidents. The most dominant risk carriers during the accidents are the passengers amounting 53.66% of the total injuries. This is because when a people ͷ
transportation vehicle crashed suddenly it can cause a death of more than 46 people at once. The second groups who get risk on collision or accidents are the passengers sharing a percentage of 35.25% in total. They are exposure to risks because while they are crossing the roads at improper roads or they may not get priority by the drivers. The third party that covers the accident percentage of 11.10% is the drivers. When we compare with the population they are exposed to injury. It indicates that the drivers are making highest accidents. 4.3 The Main Causes and Outcomes of Accidents 4.3.1 The Main Causes of Roads Accidents The main causes of accidents are categorized into three main categories with each of them having sub causative factors. These main three accidents and injury causatives are the human, the vehicles failure and the roads network condition. The most probable cause in this study was identified as the human being even though the data handling system does not consider the others problem with the cause and ways it was committed. The network design seems that it does not have an effect on the drivers but it has many effects on the drivers. In this study even though the roads design seems less accident contribution, the roads area will be touched in the solution chapter. ¾ Driver’s drive drinking, chewing, at high speed, trying to take over other vehicle, tired, weak, sleeping, improper acceleration, neglecting the rule of priority, trying to overtake at hill, violating traffic police order, etc. ¾ The problems from the vehicles are losing of breakers, the tire detachment, the internal failure of the vehicle, etc. ¾ The roads problems such as gorge area, the hilly, the gravel, the muddy, the slippery, crack roads, bad bridges, etc. On the road pedestrian problems such as neglecting rule of the roads crossing and traveling, losing the rule that say look left, look right, etc. are the most common problems of the roads. The others are the overall does not treatment of the drivers and unconsciousness of the traffic polices about the roads accident and its cost to the country economy. The need for controlling such mention problems being less around polices to alleviate these increasing traffic accidents in the roads of the town or the rural regions. As the figure 4.28 below shows that the most common problem of all the accidents committed on these routes are due to over speed driving, neglecting to give priority for both pedestrian and the vehicles.
4.3.2: Over all Traffic Accidents in Oromia Regions In the figure 4.27 it is seen that the accidents had got maximum percentage share of the accident in 1997, 1996, 1995, 1999 and 2000. The percentage share of the accidents 11% is due to so many factors reason out throughout the paper. Total death occurred since 1990 to 2000 was 7780.Heavy injuries in this periods was 11906 and the light injuries was expected to be 10632. The total cost of property damage during the eleven years estimated by the statistical department to be 259,255,452 birr. In the following figure we see that the Oromia traffic status of 11 years 2000, 9.83%
1990, 7.23% 1991, 6.35%
1999, 11.92% 1992, 7.12%
1993, 6.94%
1998, 11.63%
1994, 7.22%
1995, 9.49%
1996, 11.04%
1997, 11.25%
Figure 4.27: The status of accidents over 11 years in Oromia regions 4.3.3 The Total Vehicle Numbers Damaged on the Accident Events The number of the vehicles collide during accident event is increasing from time to time leaving some impact on the individual owner or the country as a whole. The vehicles injured during the accidents commitment over the four years shown in the above table increasing from years to years. The maximum injuries had been registered in 200E.C rated as 40.83% of the total damages. Secondly the damage of the accident was in 1997 rated as 24.44%. The rate of accident in the remaining years was only 17.50% for each year. There was no reason found in information obtained during survey and organization of the data. Table 4.5 Damaged numbers of vehicles Years Heavy Slight injury injury 1997 49 39 1998 42 21 1999 48 14 2000 84 63 Total
Total
% share
88 63 62 147 360
24.44% 17.50% 17.22% 40.83% 100.00%
4.3.4. Lack of Road Traffic Accident Management System During the field survey for this study the problem identified those may the possible cause for the road traffic accident in the Oromia regions were some of the following main aspect in the management system. Punishment: the system of punishing the drivers once he/she committed accident is weak. The punishment is either evaluated in monetary value or if it is said strong punishment, taking the driver into the prison. After some time the one who punished will released and his license would be given to him without thorough training. These types of punishment may expand road traffic accident unless strong decision should be made by taking away the driving license once the driver committees second time accident on anything according to the conditions of the accidents. In my opinion punishment is not a method to reduce the accident but finding ways of the accident solving method after getting the possible cause of the accidents. Data Retrieval System: most of the police offices were not equipped with computerized data handling system and possibly with inconvenient data handling for the research paper when it is need. The data are organized in manual and hard copy forms that the researcher cannot give brief study result and method that is very necessary for the reduction of roads traffic accident. In some police offices most of the files were lost when they are asked to give the necessary information by the legal researchers to analyses the condition of the accidents. The data employed even not well organized and
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Unknow n Others The problem of pedestrian The problem of roads The director problem Bursting of tire Tire detachments Problem of frieghn Unnecessary loading Improperly accelerating
Thinking By w eakness or sleeping Causes of injuries
Stopping improperly Starting fro its stop improperly Avoiding the rule say give priority Violating ‘ stop” mark Violating traffic light Violating traffic police order Unnessesary turning Unnessesary passing over Speeding out of limit After passed over suddenly turn and enter Trying to over at zigzag w ay Trying to over at hill Follow ing near to the vehicle Neglecting the pedestrian Neglecting not to give opportunity to vehicle Driving leaving his right Driving taking drugs Driving drinking 0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
12.00%
percentage of accidents
Figure 4.28: The reasons for the drivers to cause accidents Set in proper file hard copy. Such data unavailability causes the researchers not to evaluate all things thoroughly and solve the problem of the country. Educational background: most of the traffic polices and officers are very poor in educational back ground. The degree level almost non and the diploma, certificate, secondary high school complete, junior school complete , first cycle complete and read and ͻ
write are the most prominent dominant in the police offices. These groups being ineffective to collect data and enough to use Radar to read as it is labeled in English language, it had much effect on traffic control and management system. Environment management: the environmental condition, the traffic safety technical management is comprehensive, and considered from the influence factors of the traffic safety, it carries on from such respects as people, vehicle, road and environment, etc. 4.4 Cost of the Traffic Accidents of the Property Damages Road accidents cause injury, death, loss of property and damages to vehicles. All these involve a monetary loss to the economy. When roads are improved, road accident rate will come down. This results in quantifiable benefits to the economy. Though the overall death rate has declined and expectation of life has gone up, the death risk on roads has considerably increased. It must of course be borne in mind that in developing and emerging nations, road safety is one of the many problems demanding its share of funding and other resources. Even within the boundaries of the transport and highway sector, hard decisions have to be taken on the resources that a country can devote to road safety. The economic degradation estimated by the roads traffic police during the properties damage on these study roads was 13,114,850 ETB. The general cost of the roads traffic property damage is shown in the following Table 4.6. The property damage cost in the study site estimated over the four years of period 12,114,850 ETB. The cost of the property damage lays its negative impact over the country’s economy background and social interactions in developments. The cost of the property damage ensures that loss of economy by human default action plus natural actions that put burden developments.
Years 1997 1998 1999 2000 total
Table 4.6: The Estimated cost of the property damage Estimated cost of property damage in ETB % share 1,712,900 14.14% 3,687,700 30.44% 3,666,600 30.27% 3,047,650 25.16% 12,114,850 100.00%
Table 4.7 Fatality, serious injury, slight injury and property damage Conditions Death Serious Slight Property Total 241 137 100 264 Percent 32.48% 18.46 13.48 35.58
Total 742 100%
In the above table the death rate is almost as equivalent as the properties damage. The fatality rate is the highest when compared with the property damage because the property ͺͲ
damage is relatively high in its numbers during the involvement of the accidents events. Therefore the rate of fatality death holds higher cost of the socio-economic failure in the country. Table 4.8: Haddon matrix methods for problem identifications type Human Vehicle/equipme Physical nt’s environment PrePoor vision Failed brakes, Narrow shoulders, illcrash Or reaction missing lights, timed signals, time, lack of warning Bad black spots, Alcohol, systems zigzag roads, dusty, di dd designed i l guard d crash Failure to Malfunctioning Poorly wear seat seatbelts, poorly rails, poor bridges belt engineered bags design Post- High Poorly designed Poor emergency crash susceptibilit fuel tanks communication y alcohol system
Social/ economic Culture norms permitting speeding, red light running, i l i of vehicle h Lack design regulation Lack of support for traffic controls and suffering system
Preventing these types of factors is very important to bring the reduction of traffic accident in the roads of the study site Animal or cattle injuries
Death 68%
Wound 32%
Figure 4.29 Animal /cattle/ injured during the accident events Fig 4.29 shows that the numbers of animals injured on the rural roads are 68% under the fatality and 32% of the cattle are under wound. Death of animals are high than wound because the drivers driving very fast but the animals cannot leave the roads room for vehicle once they enter the line. The possible care was needed from the drivers while driving in the rural routes areas.
ͺͳ
4.5 Summery of the Findings Most of the accidents found in the survey study were caused by the drivers; road users and the vehicles problem are summarized as follows. I. The qualitative summary: The data are not properly gathered by the traffic police and not prepared as it is complete for the research analysis conveniences. These problems were due to the problem of un-computerization of the system in the organization. The other big problem studied was the traffic polices educational back ground is poor. The degree level and above is not expected. Therefore it puts its problem to handle data easily and systematically. The other it is difficult for them to understand the marks used on the road sides and since they are written in English and the problem of radar reading techniques arises. In general traffic safety management problems and data management problems are seen. II. Quantitative data summery A. The highest traffic intensity and Accidents location: Akaki - Modjo the accident and traffic intensity is the highest as they are the proximity to the capital and export-import routes also path through these roads (see the details on fig 3.42 in chapter three). B. Comparison of accident rate from 1997-2000 E.C: Accident rate is increasing from 1997 to 2000 E.C. the accident registered in 1997 was 23.67% , in 1198 was 25.46%, in 1999 was 20.55% and in 2000 it was about 30.37% in which comparatively the highest on the study site. C. Traffic accidents hourly: The traffic accident occurs during the day time is more than 70% and during the night time it is about 30% only. The peak hours of the day have maximum traffic accident contribution than others. The accidents rate measured during the day time of 2:00-4:00, 6:00- 8:00, and 9:00-12:00 and during night time 1:00-3:00 hours contributes in total percentage share of 76%. These indicate when to take strict control over the drivers and road users by the traffic police (see detail analysis is give on the fig 4.4 and Appendix I, on Table A-1). D. The age of the drivers who caused accidents: 67.20% accidents were caused by age group of 18-50 years. The highest vehicle accident was registered in age group of 18-30 years causing accidents of 36.42% (see detail analysis in the fig 4.5 and Appendix I, TableA-3). E. The drivers Genders The commonly accidents committing gender is male. Male drivers cause accident of 99.17% in the route and while those of females only 0.83% which is insignificant. Among these people the private and self-vehicles owners cause maximum accident on these routes. ͺʹ
F. Types of the Vehicle cause maximum accident: Heavy load truck capacity of 1140 quintal like ISUZU, Heavy load truck capacity of 41-100Quintal, pick up capacity of 10 Quintals Station wagons, heavy load truck with trailers, Bus, people transportation capacity 12 sit and people transportation capacity 13-45 sits contribute a percentage of all the accidents share 70.45% of the total accidents (see Appendix V, Fig B-19). Table 4.9: The types of people injured by the accident s/n People who injured % share 1 Vehicle drivers 11.10% 2
Pedestrians
35.25%
3
Passengers
53.66%
Total% share
100.00%
Pedestrians and passengers are more exposure to risk sharing 89% of the accidents. 54% of the accident lay its arm on Passengers
H. Place where the accidents occurred: Most of the accidents registered on no asphalted roads, in villages around factories, school, markets, prayers, residence areas and office area (see details analysis on Fig 4.14 and Appendix I, Table A-12). I. Types of the roads on which accident happened: Highest accident occurs on roads joining rural i.e. when the vehicles just take the rural roads and at the entrance of towns from the rural roads at same speed they have before sharing 47% of the total accidents. The other rest occur on towns, gravels and on province joining roads (See detail analysis on fig 4.13 and Appendix I, Table A-11). J. Type of the roads: 58% of the accidents occurred on straight –plain and straightslightly sloped roads (See detail analysis on fig 4.16 and Appendix I, Table A-14). K. The roads layers: Most of accidents occur on the asphalt roads. 65% of the accident registered on asphalt and gorge asphalt areas (See detail analysis on fig 4.18 and Appendix I, Table A-16). L. Condition of the roads: 40% of the accidents occur on day light.25% of accidents occur at sun set and rise and 55.90% of the total accident was occurring on the roads on dry conditions (See detail analysis on fig 4.21 and Appendix I, Table A-19). M. The weather condition: During good whether condition the accident reached 38% on these ways (See detail analysis on fig 4.19 and Appendix I, Table A-20.1). N. Pedestrian’s motion: Most of pedestrians injured when they attempt to cross where there is no pedestrian crossing zebra. These indicted that more training for pedestrians should be given about the roads crossing and use methods (See detail analysis on fig 4.26 and Appendix I, Table A-20.2). O. The main cause for traffic accidents Driving drinking alcoholic drinks, chewing chat, taking other drugs are the most common on these ways. The in turn leads the driver to be brave and speed up over the ͺ͵
speed. This over speed leads the drive not to give priority to the pedestrians or vehicles, make him to try to overtake anywhere, help him to violet traffic light rule, neglect the police order, and load unnecessarily, improper acceleration and weakness or sleeping while driving. These all sum up and result in accidents. P. Causes of traffic road accidents: The road accidents occur mainly on; the roads area such as sight obstacles, traffic signals absence, land slope, plants around the roads obscuring the sight, absence of separated paths for each part which involve in the roads usage, etc. Users on the roads such as pedestrians problem, animals and vehicles, drivers, problem being too speedy, absence of traffic enforcement, violating rule of the roads, having improper driving license etc. Problems of vehicles such as tire fracture, Poor road network; absence of knowledge on road traffic safety; mixed traffic flow system; poor legislation and failure of enforcement; poor conditions of vehicles; poor emergency medical services; and absence of traffic accident compulsory insurance law have been identified as key determinants of the problem. The road problems from data collected in the Oromia region since 1997 to 2001 from Gelan to Hawassa causes of the death on life are shown below.
Years
1997 1998 199 2000 Total
Table 4.10: summery of problems types Problems of drivers 55% Problems of pedestrians 35% Problems of Vehicles 5% Road problems 1% Others 4% Table 4.11: Cost of the accident Estimated cost of % share Property damage and life injuries property damage bring economic degradation and halts in ETB development. 1,712,900 14.14% Here the cost of the traffic accident 3,687,700 30.44% over four years was estimated 12,114,850 ETB of properties 3,666,600 30.27% damage on the study routes only In 2000E.C cost shows reduction in the 3,047,650 25.16% route 12,114,850 100.00%
The above findings result and their problems should not be remaining as they are found raw. They will be processed in the next chapter to be given the ways to counter the main problems to bring down the traffic accidents on these ways and the others in the country, Ethiopia. The possible counter measures taken by emphasizing the most critical parts of the problem to enhance the minimization of the roads traffic accidents occurrence country wise ͺͶ
not only paper work wise. Note that the counter measure in the next chapter helps the other sectors to use and solve the problems of vehicles causing causes by applying it. In general from this observation and finding the most severe problem causes are the following main categories in the routes. 1. The problem of drivers and lack of knowledge awareness on driving. This could be ¾ denial of pedestrians priority ¾ neglecting the speed limits ¾ heavy loads truck carrying the people improperly ¾ overloading/careless loading and disrespecting traffic rules 2. pedestrians negligence on the ways 3. the vehicles condition being weakness 4. animals and carts usage on the main routes 5. the road constructors does not properly 6. construct the road The improper medical treatment of injuries is some of the causes for the largest number of death and economical failure in the country.
ͺͷ
Chapter Five 5. Preventive Strategies and Possible Counter Measures 5.1 Identified Problems and Counter Measures The most common problems identified in the preceding chapters were discussed. Data management system of the police were obtained and rated as very poor. So the data and information retrieval system has to be computerized, the police has to be educated to the level of degree. The place where most attention has to be paid are Akaki to Mojdo and at some routes where there are service centers, public areas, market places and farm land areas. The roads at the entry around rural or outlet which shared 47% of the accidents should be paid attention by the traffic police. Pedestrians who are using roads should be aware of these rules not to cross roads at no zebra. The traffic accidents on the periods of peak hours, market, working days and recreational times should be paid attention to reduce accidents severity through education, training the police and the road users. Types of vehicles such as Heavy load truck capacity of 11-40 quintals or ISUZU, Heavy load capacity of 41-100quintal, pick up capacity of 10 quintals, station wagons, heavy load trucks with trailers, people transportation buses, which contributed accident of 70.45% has to be educated, controlled by government with speed limit, distance limit, etc. techniques. 5.2 Road Traffic Safety Managements The traffic safety management is that it finds traffic accident’s rule, adopts the traffic legislate, makes regulation of the traffic safety management and implements the controls of the traffic by studying on traffic accidents on road, in order to prevent the accidents and reduce the number of the death and property loss. The objectives of management are to reduce accidents and their severity. There is the consanguineous relation between traffic safety management and traffic safety by the definition of the traffic safety management. The consummate and scientific traffic safety management will improve the environments of traffic and reduce the number of traffic accidents. The traffic safety management: Involves the traffic safe administration management (the mechanism, traffic safety policy, traffic safety duty of the traffic safety management), traffic safe practice (driver's physiology and psychology, etc, vehicle safe practice, traffic crash analysis and countermeasure) and road traffic safety facilities (road safety facilities, rescue and aid in vehicle safety facilities, traffic participant's safety facilities, safety ͺ
education of the traffic), etc (Wang, W. et al. 2003). The compatible traffic safety management is prerequisite of ensuring unobstructed road and people's safety, and promoting economic developing. The incompatible Structure system of the traffic safety management: The traffic safety management includes traffic safety administration management, traffic safety technical management and safety facilities management. The concrete structure system is as figure 5.1 shows. A. Traffic Safety Administration Management: Traffic safety administration management includes the mechanism of the traffic safety management, policy, duty and administrative information system of technology, etc. it includes the Mechanism of the Traffic Safety Management, Policy of the Traffic Safety Management, Duty of the Traffic Safety Management and Information System of the Traffic Safety Technical Administrative Management B. Traffic Safety Technical Management: The traffic safety technical management is comprehensive, and considered from the influence factors of the traffic safety, it carries on from such respects as people, vehicle, road and environment, etc. It includes the consideration of traffic accidents analysis, Person management, vehicle management, road management, environmental management, and application of the advanced electronic information technology and traffic safety pre-warning system management.
ͺ
Administration
Policy of the Duty of the Traffic
Information System of the Traffic Safety Technical Administrative Management
Analyses of the Traffic Accidents Person
Traffic Safety Manageme
Traffic Safety Technical
Vehicle M Road Management Environmental Management Application of the Advanced Traffic Safety Pre-warning Road Safety Facilities M Vehicle Safety Facilities
Traffic Safety Facilities
Driver, Pedestrian and Disabled Person Safety Training Facilities of Traffic Safety Management
Figure 5.1: The Structured System of Traffic Safety Management C. Traffic Safety Facility Management: The traffic safety facilities management includes road safety facilities management, the vehicle safety facilities management, the driver safety facilities management, the pedestrian safety facilities management, disabled person's safety facilities management, traffic safety training facilities management and rescue facilities management. According to analyses situation of increasing accidents in road appearing our country some city, it is not because insufficient road area, in fact it could not utilize traffic facilities effectively. It includes some of road safety facilities management, vehicle safety facilities management, driver, pedestrian and disabled person safety facilities management and training facilities of traffic safety management. This management principle of traffic safety should be applied by the responsible bodies if the target of the country is to reduce the traffic road accidents and safe life in order to secure the productive society life.
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5.3 Long- Term Strategies This strategy is the method of planning to reduce the accidents severity by studying the target areas and implementing reducing mechanisms proposed by the study gradually over a longer period of time in the future. 5.3.1 Managing Exposure to Risk Perhaps the least used of all road safety intervention strategies are those that aim to reduce managing exposure to risk through transport and land-use policies. While further research is required to fully explore intervention strategies, it is known that exposure to road injury risk can be decreased by strategies that include: Reducing the volume of motor vehicle traffic by means of better land use; providing efficient networks where the shortest or quickest routes coincide with the safest routes; Encouraging people to switch from higher risk to lower-risk modes of transport; Placing restrictions on motor vehicle users, on vehicles, or on the road infrastructure. The impact of strategies aimed at influencing mobility and access tends to be cumulative and mutually reinforcing, and such strategies can most effectively be implemented in combinations. 5.3.2 Reduce the Occurrence of Crashes The following techniques are very important to reduce crash occurrences. 1. Provide an environment conducive to safety. 2. Design or improve roads to separate road users going at different speeds and in different directions. 3. Improve the visibility of roads, road signs, vehicles, and road users during both day and night. 4. . Visibility should be a priority when roads are designed and on existing roads, shrubbery and other obstacles that obscure views should be removed and prohibited. 5. Good lighting, highly visible colors and reflective surfaces on signs as well as highly visible clothing and reflectors on pedestrians and cyclists also improve visibility. 6. Pass and enforce laws that set maximum blood alcohol content levels for drivers. This can reduce the occurrence of crashes that result in death by as much as 40%. 7. Control speed with traffic calming road design such as roundabouts and enforce speed limits consistently, using devices such as speed cameras. As a car’s speed increases from 50km/h to 80km/h, it becomes eight times more likely to become involved in a crash that kills a pedestrian. Decreasing speed by 1 % can reduce the occurrence of crashes by 2% to 3%. Traffic calming measures are very effective at reducing the incidence of road crashes in urban areas. ͺͻ
8. Implement a graduated driver licensing system whereby novice (beginners) drivers are restricted initially to driving while accompanied by an experienced driver, then to driving unaccompanied only during daylight hours, then to driving with a limited numbers of passengers, and so on, until they are fully experienced and competent. 5.3.3. Strengthened Control of Risky Driving Behaviors In addition to the seat belt regulation, the police should begin a special control including stiff fines, license suspension and more frequent monitoring for traffic violations in relation to seven risky driving behaviors. The major risk behaviors include: ¾ drunken driving, ¾ driving without license, ¾ speeding, ¾ violation of traffic signals, ¾ intrusion on median strip, ¾ Wild driving by motorcyclists, etc. As a result, there must be a significant drop in the number of fatalities in four categories of risky behavior: drunk driving, driving without license, speeding, and violation of traffic signals. Significant decreases in the number of deaths will be observed in the area of other causes of fatality, compared to the corresponding traffic deaths of the previous year once this technique applied in order to attain remarkable change in accident reduction. 5.3.4. Financial Reward System for Traffic Violation Evidence Financial reward for all the road users and anybody who is near to the vehicle drivers and make mistake is very important motivation to submit documents he/she gathered. In April 2001, the government of Korea introduced a reward system for citizens reporting traffic violations. Under the system, anyone who holds evidence of a traffic violation can report it and receive a financial reward. The evidence is normally in the form of photographs or videotapes taken at the site of a violation. This system inspired many people to take shots of traffic violations for financial reward in cash payment. During the month of April 2001, the first month of implementation, 25,000 cases of traffic violation per day were submitted to the authorities, with 99% of those initially submitted deemed true and rewarded. The number of submitted cases has declined from 25,000/day in April to 7,000/day in August 2001—figures that can be partially explained by the suggestion that more drivers began to abide by traffic rule (13, 16). Therefore in our country we should also practice this Korean experience to reduce the severity of accidents by motivating all citizenship rewarding. After few years the drivers by themselves control each other and pay attention to the rule. ͻͲ
5.3.5 Introducing Traffic Safety Education to School System Of all the proposed strategies to ensure a reasonable degree of safety on the highways, the introduction of driver and traffic safety education into the school system is the most potent driver and traffic. Safety Education is a life-centered education and that aspect of general education which should be provided at the secondary and tertiary levels of education to help students and other individuals learn to use motor vehicles safely and efficiently. Driver and traffic safety education should be offered at the primary and secondary school levels in Ethiopian schools. Instructions are given in the Classroom and during road practice. The primary school children cannot drive but constitute members of the traffic system. They should be made aware of their traffic environment. The level of driver education offered at the primary school level should whet (sharpen) the learner’s appetite for its pursuit (chase) at the secondary school level. Driver and traffic safety education should, also, be offered in post-secondary institutions to train driver educators (6, 11, and 22). Ethiopian citizens should also be formally educated about the effect of drugs and alcohol on driving ability. Education at the primary, secondary and tertiary levels should include instruction on alcohol and drug in their health education curricula. The longterm benefit of this strategy is sure to improve future during performance which in turn will reduce the number and severity of traffic accidents on the Ethiopian highways. 1. Education for the pedestrians: Education for pedestrians should be given how to use roads in every walk of life. The road users, pedestrians should learn the roads rule and laws to escape from the road accidents. The following points should be given for the road users, pedestrians how to use roads properly in our country. ¾ They should learn to move on pedestrian roads and aware to cross the roads at pedestrians crossing roads while they are crossing roads ¾ They should look left and right before crossing roads at any points and educated ¾ Teach not to cross roads behind vehicle and motivate to tell police when accident occur ¾ Education for the Police: The police have to be educated and trained to identify the places where the most sever accidents occur, the type of the vehicles cause accident. Training and educating the traffic polices is the most effective way to reduce the traffic accidents on the roads since they are the most recent to the situation occurrences. Education and training of traffic polices are very essential to: •
Identify the places where more accidents occur
•
To use properly the equipment’s used to identify the most causative of the accidents on the roots such as radars, traffic light that on and off according to the traffic intensity, the signs used on the road sides ͻͳ
•
To make them enough matured on traffic control mechanism and how to manage the traffic on the roads
•
To record data those are in need of the basic data employment technique using BPR systems
•
To record data of the specific areas and to make them take measures that should reduce the traffic accidents on the routes 3. Children Training and Education: The children should learn how to use roads and cross the roads while they are using the roads when the cross the roads. They cross the roads at where there is no zebras, move on the wrong way, etc while they are traveling to school, to markets, playing foot balls, etc. Creating awareness to the children is very essential: ¾ To make them aware of how to use roads ¾ To train how much the vehicles accident severity ¾ The damage occurred and how to care for them selves 4. Farmer Training and Education: Farmers do not know how to cross the roads while they are going to their farm lands. They cross anywhere and exposed to accidents easily due to lack of awareness of the crossing and road use. It helps the farmer: ¾ To know where and when to cross the roads ¾ To identify the accident severity that reaches on their cattle and them selves ¾ To control their cattle not to send around the road sides 5. Education to merchants: Since merchants are most commonly user of transport to accomplish their trade over longer distance, they should aware of how to control traffic accidents and cross the roads. 6. Drivers’ education and Training: the drivers need training and education how to use the roads and the speed limits use. Most of the accidents occur due to lack of the education of the drivers driving beyond the limit of speeds recommended. Most of the studies indicate that speed limitation reduces the death and a damage of accident reducing by 1%. While driving on the routes the drivers do not respect the rule and the regulation due to lack of education. The training and education of drivers is useful: ¾ To reduce the crash of life and to create awareness to drivers ¾ To make drivers to identify places where to speed up and where to limit the speeds and to indicate the severity of accidents to many society and themselves ¾ To indicate the traffic accident economic degradation and failures ¾ Make them how to identify the signs of the roads sides In view of the fact that a large number of the Ethiopian drivers cannot read or write English Language, the road signs should be expressed in pictorial language, English and other local languages such as Amharic, Oromic or other to enable such drivers operate ͻʹ
safety in their localities. This measure if implemented with care and commitment should enhance driving performance for the benefit of the vehicle drivers and non-drivers. In the problem identification the drivers are highly reason of the traffic accident along the study site from the survey of the data. They need to be given attitude changing education. Generally the responsible body should control over the following main areas/ factors with respect to drivers. 1. Age of the drivers: the age of the drivers has one effect for roads traffic accident occurrences. The drivers aged between 1 to 18 years and the drivers aged from 18 to 30 and 31 to 50 and above have different attitudinal thinking and concentration while driving. The drivers age up to 18 are weak in mind and do not understand the problem of accidents. The aged group from 18 to 30 can commit more accidents than any others because they are in a fire age and addicted to different stimulants (chat, alcohol, cigarette, etc). When an age of the drivers goes beyond fifty, the eye sight gets weak and they are in difficulty to identify things properly and easily. So they may result in accidents. Therefore the transport Authority should put rule how to give license and confirm the strength of the drivers by controlling mechanisms. The drivers age has gone means the listening and sight problems occur on him/her. 2. Experience of the drivers: another factor that has effect on traffic accident is the driver’s experiences. The experienced drivers drive by passing though challenges. Drivers with less experience are not supposed to drive over longer kilometers because they may get sleep or weakness on the way and result in accidents. 3. Drivers’ license level: the drivers’ license level have an effect on the roads traffic accidents as the vehicle the drivers hand depends on the license level. Drivers’ with 3rd and 2nd driving license cause more accidents on the study site because they had caught heavy loads truck capacity of 11-100 quintals. Therefore the government or the responsible body should control such types of traffic accidents commitment and follow them. The licensing system should be changed all in all because it causes accident commitment in the roads. The government should put the licensing rule such as the person who is going to be given license should fulfill the following criterions. ¾ In good health condition (not impaired, handicap, blind, sick over long period) ¾ Maturity of age either he/she is enough to drive vehicle or not ¾ Education level (considering technically educated, trained especially, etc.) 4. The genders of the drivers: Most of the time genders affect traffic accidents depending on their driving system and attention. As it has been seen that most of the accidents occurred due to the male drivers’ carelessness in the problem identification phase. These may not conclude the reality because the data stochastically different as the number of females licensed are very few. If we rate with respect to the licensed persons it is may be different. Anyhow attentions have to be paid on these group or genders. Big study and ͻ͵
investigation is necessary on them and motivational meeting should also make to create awareness on both sexes. Some scholars say that females feel as the family concerned and they are careful. 5. Driver Fatigue: Fatigue leads truck drivers to fall asleep, be inattentive, misjudge gaps, ignore the signs of impending dangers, panic, freeze, and under or overreact to a situation. Even though fatigue is a common cause of truck accidents, it is also the most preventable. The drivers should avoid fatigue by getting enough rest at least 8 hours sleep a day. Federal regulations (called the "hours of service rules") set rules to ensure that truck drivers obtain the necessary rest and restorative sleep in order to drive safely. Under these rules, truck drivers can work a maximum of 14 hours per day, during which time they can only drive for a maximum of 11 hours. The driver must be off-duty for 10 consecutive hours prior to the start of a shift. The driver also cannot drive after being on duty for 60 hours in seven consecutive days or 70 hours in eight consecutive days. 6. Drug User: Drivers may not use any controlled substances, unless prescribed by a licensed physician who is familiar with the driver's medical history and assigned duties and has determined that the drug use will not adversely affect the driver's ability to safely operate a commercial motor vehicle. Ethiopian citizens should be formally educated about the effect of drugs and alcohol on driving ability. Education at the primary, secondary and tertiary levels should include instruction on alcohol and drug in their health education curricula. The long-term benefit of this strategy is sure to improve future during performance which in turn will reduce the number and severity of traffic accidents on the Ethiopian highways. In view of the fact that a large number of the Ethiopian drivers cannot read or write English Language, the road signs should be expressed in pictorial language, English and other local languages such as Amharic, Oromic or other to enable such drivers operate safety in their localities. This measure if implemented with care and commitment should enhance driving performance for the benefit of the vehicle drivers and non-drivers. Federal regulations should: ¾ Test their drivers for alcohol and drug use as a condition of employment, and ¾ Require periodic random tests of the drivers while they are on duty and after an accident involving a fatality. ¾ The governments of Ethiopia should pay more attention to the maintenance of their highways and roads for safe use of the motorists. ¾ The current picture of traffic accidents in Ethiopia warns of an urgent need to introduce Driver and Traffic Safety Education into the Ethiopian School system in general. ¾ Ethiopians, especially the youth need this type of education to enable them operate safely over 75 million registered (passenger and commercial) vehicles on the ͻͶ
Ethiopian highways and roads. The introduction of this life-centered education will constitute a single most powerful strategy for reducing death traps on the Ethiopian highways. Its long-term benefits supersede those of all other measures designed to curb (control) traffic problems in the country. 7. Mobile phone influence: Drivers sometimes act to answer for the call of mobile while they are driving on the roads. When they attempt to feed back for the call they lose their concentration of attention in driving the vehicle and may lose their vehicle to control. Once the driver lost his/her concentration due to mobile phone, they collide with the other vehicle or the pedestrians. This results in Sevier accident on properties and animals life. Therefore mobile phone strictly forbidden and the drivers while driving should switch off their phone or give for their helper/weyala and get the message even if the phone is necessary. Otherwise the driver should stop for a while and speak and start his travel. The government police should tackle some problem solving mechanism regarding the mobile phone used by the drivers. 5.3.6 Constructing Alternative Routes for Vehicle Types The roads network in the Oromia region is poor in the wideness aspect. The roads are very narrow to path two or more vehicles at the same time. These cause the accident Sevier while they are speeding on these narrow ways. According to the survey I made the roads from Addis Ababa to Hawassa entrance were very poor to path the necessary requirement of the vehicle. There are road users like animals, human beings and immaterial objects making the road more congested by traffic. Therefore the roads should be constructed as they serve the vehicle and pedestrian properly. The roads should have middle separating wide line passage, the roads should have pedestrians allowance, and the roads should be constructed separately for the heavy load trucks and small load vehicles to reduce the congestion of the traffic. Construction of route for vehicle size and type is the best policy to minimize the accident of one country. Heavy and medium or light load trucks or vehicles should have a separate route that one should not get in to the other routes. Even though these are a long term planning or strategy, it should be planted by the country government to solve the problem of the accidents on the roads. 5.3.7 Putting a Break in the Middle of the Roads Putting a break in the middle of a road at some recommended distance to reduce the high speed of the truck or vehicle is better strategy for solving the traffic accidents in Ethiopia. Passing some hundreds of distance and putting an obstacle or inclination on the road or setting police traffic who controls the drivers’ speed using radar meter and put his effort to teach in a shorter period of time is the better strategy in which takes shorter period ͻͷ
of time. E.g. the Meshuwalekiya train road reduces the speed of the vehicle while they are crossing the area. This allows people who cross the road to pass before the vehicle approach them. 5.3.8 Safety-Awareness in Planning Road Networks The framework for the systemic management of road safety in our country should be increasingly defined by the following activities over the long term planning of the government. Classifying the road network according to their primary road functions; Setting appropriate speed limits according to those road functions; Improving road layout and design to encourage better use. These approaches can, in principle, be adapted to the contexts of middle-income and low-income countries. Within these general principles, safety engineering and traffic management should aim: ¾ To prevent road use that does not match the functions for which the road was designed; ¾ To manage the traffic mix by separating different kinds of road users, so as to eliminate conflicting movements of road users, except at low speeds; ¾ To prevent uncertainty among road users about appropriate road use. A large body of knowledge exists to support the use of a safety-awareness approach to road planning and is available in the form of design standards and best practice guidelines and manuals. Ethiopia should take an experience of Dutch policy of sustainable safety to divide roads into one of the three types according to their function, and then sets speed limits accordingly (26): 1. Flow roads (or through-roads): For such roads, through-traffic goes from the place of departure to the destination without interruption. Speeds above 100–120 km/h are not permitted, and there is a complete separation of traffic streams. 2. Distributor roads: These roads enable users to enter or leave an area. The needs of moving traffic continue to be predominant. Local distributor roads carry traffic to and from large urban districts, villages and rural areas, and have traffic interchanges at limited sections. These roads give equal importance to motorized and non-motorized local traffic, but separate users wherever possible. Speeds on distributor roads should not exceed 50 km/h within built-up areas or 80 km/h in rural areas. There should be separate paths for pedestrians and cyclists, dual carriageways with separation of streams along the full length, speed controls at major crossings, and right of way. 2. Residential access roads: These roads are typically used to reach a dwelling, shop or business. The needs of non-motorized users are predominant. There is a constant access and ͻ
interchange of traffic and the vast majority of roads are of this type. For residential access roads in towns and villages, speeds above 30 km/h are not permitted. In rural areas, no speeds over 40 km/h are allowed at crossings and entries – otherwise 60 km/h may be acceptable. Where a road performs a mixture of functions, the appropriate speed is normally the lowest of the speeds appropriate to the individual functions between the mobility of motor vehicle users on the one hand and the safety of pedestrians and cyclists on the other. Most pedestrian crashes occur within one mile (1.6 km) of the victim’s home or place of business (11, 27, 28, 37). Classifying roads functionally – in the form of a “road hierarchy”, as it is known in highway engineering – is important for providing safer routes and safer designs. Such a classification takes account of land use, location of crash sites, vehicle and pedestrian flows, and objectives such as speed control.
5.3.9 Trains Encouragements The train of Ethiopia from Addis Ababa to Djibouti is the main transportation system which can reduce the traffic accidents and carry a mass of people to transport from place to place. But the surprising thing is that the train is not giving services in our country few years later. The carrying ability of train in so many trailers is the maximum. Ethiopian train had stopped its actual transportation service since 1887 E.C. The reason of it to stop its normal service performance was due to the roads unsafe and different rebellions attack on the journey. The other problem of train not to give service in Ethiopia is that the infrastructure, the road, is not maintained and laid. Government should take harsh measure and reset the principle of working of trains along the new roads with high motorized trains. The trains once set they minimize the accidents occur on these routes by giving better service with current technological train introductions. It should be a short term strategy for the government to solve the problem of road traffic accidents in our country. 5.4. Short- Term Strategies 5.4.1 Providing Shorter and Safer Routes Shorter and safer routes play a big role in minimizing speed of drivers. In an efficient road network, exposure to crash risk can be minimized by ensuring that trips are short and routes direct, and that the quickest routes are also the safest routes. Route management techniques can achieve these objectives by decreasing travel times on desired routes, increasing travel times on undesired routes, and re-directing traffic (14). There is thus a strong incentive to find the easiest and most direct route. Studies have, in fact, shown that pedestrians and cyclists place a higher value on journey time than do drivers or those using ͻ
public transport – a finding that should be reflected in planning decisions (11, 18, 19). Safe crossing facilities for pedestrians and cyclists are likely not to be used if many steps need to be climbed, if long detours are involved, or if the crossings are poorly lit or underpasses badly maintained. 5.4.2. Trip Reduction Measures It has been estimated from studies in high-income Countries that, under certain conditions, for each 1% reduction in motor vehicle distance traveled, there is a corresponding 1.4–1.8% reduction in the incidence of crashes (7, 23, and 24). Measures that may reduce the distance traveled include: ¾ Making greater use of electronic means of communications as a substitute for delivering communications by road; ¾ Encouraging more people to work from home, using e-mail to communicate with their workplace; ¾ Better management of commuter transport, and of transport to and from schools and colleges; ¾ Better management of tourist transport and prohibits (bans) on freight transport. ¾ Reducing the trip of the roads from longer distance to 100km for the minibus, taxis, etc and restrictions on vehicle parking and road use ¾ Providing information to the drivers on the way they are traveling what the face 5.4.3 Minimizing Exposure to High-Risk Restricting Access to Road Network Preventing pedestrians and cyclists from accessing motorways and preventing motor vehicles from entering pedestrian zones are two well-established measures for minimizing contact between high-speed traffic and unprotected road users. Because vehicles are physically prevented from entering them, pedestrian zones are safer for travel on foot and also – where there is shared use – for bicycle travel. Motorways have the lowest crash rates, in terms of distance traveled, of the whole road network, by virtue of their sole use by motor vehicles, and their use of clear separation of traffic and segregated junctions. Using a separate road sides for vehicle such as carts, cycles to reduce the risk exposure of the roads in the study route. 5.4.4. Giving Priority in the Road network to Higher Occupancy Vehicles Giving vehicles with many occupants priority in traffic over those with few occupants is a means of reducing the overall distance traveled by private motorized transport – and hence of cutting down on exposure to risk. This strategy is adopted by many cities worldwide. Giving priority for most of the occupant vehicle is the most essential ͻͺ
mechanism to reduce road traffic accidents. Once the prioritization takes place then the probability of collision minimized. On this activity the government should enforce law. 5.4.5. Knowing Safer Modes of Transportation Understanding the better modes of land or roads transportation is one of the common strategies to reduce traffic accidents on this study site. The following details are very imitative to the modes of transportation. Encouraging Use of Safer Modes of travel Whether measured by the time spent traveling or by the number of trips, travel by bus and train is many times safer than any other mode of road travel. Policies that stimulate the use of public transport, and its combination with walking and cycling, are thus to be encouraged. While the walking and cycling parts of journeys bear relatively high risks, pedestrians and cyclists create less risk for other road users than do motor vehicles (7, 8, and 11). However, by implementing known safety measures, it should be possible to achieve a growth in healthier forms of travel, such as walking and cycling, and at the same time reduce the incidence of deaths and injuries among pedestrians and cyclists. These are goals that are increasingly being adopted in national transport policies in high-income countries (18). Strategies that may increase the use of public transport include: ¾ improved mass transit systems (including improvements to routes covered and ticketing procedures, shorter distances between stops, and greater comfort and safety of both the vehicle and the waiting areas); ¾ better coordination between different modes of travel (including the coordination of schedules and the harmonization of tariff schemes); secure shelters for bicycles; ¾ allowing bicycles to be carried on board trains, ferries and buses; ¾ “park and ride” facilities, where users can park their cars near public transport stops; Higher fuel taxes and other pricing reforms that discourage private car use in favor of public transport and improvements to taxi services; Financial incentives have proved successful in some highly-motorized countries; for example, in the Netherlands, a free public transport pass for students has resulted in lower car use (25). In many low-income countries, however, public transport services often operate without regulation and create unacceptable levels of risk, both for their occupants and for those outside the vehicle. These risks arise from overloaded vehicles, long working hours of drivers, speeding and other dangerous behaviors. All the same, an improved public transport system with proper regulation and enforcement, combined with non-motorized ͻͻ
transportation – cycling and walking can play an important part in low-income and middleincome countries as a response to the growing demand for transport and accessibility. Despite the generally lower injury risks associated with public transport, more research on the effectiveness of public transport strategies in reducing the incidence of road traffic injuries still needs to be carried out. 5.4.6 Using Speed reduction techniques A. Speed Bumps Method: a Low-Cost Road Safety Intervention (Ghana Case) Road safety is a serious problem in Ghana, were fatality rates are some 30 to 40 times greater than those in industrialized countries. The excessive vehicle speeds that prevail on the country’s inter-urban highways and on roads in built-up areas have been shown to be a key contributory factor in serious traffic crashes (29, 35). In recent years, speed bumps have been installed at some crash-prone locations on the highways, so as to lower the speed of vehicles and improve the traffic environment for other road users, including pedestrians and cyclists, in built-up areas. These speed bumps produce discomfort when vehicles pass over them at higher speeds; with their vehicles lifted off the ground and with the resulting noise, drivers are forced to reduce their speed. This in turn decreases the kinetic energy of the vehicle that can cause injuries and deaths on impact, and gives drivers longer warning of possible collisions, lessening the likelihood of road crashes. The use of speed bumps, in the form of rumble (thunder) strips (floor covering) and speed humps has been found to be effective on Ghanaian roads. Speed control bumps and humps have now become increasingly common on Ghanaian roads, particularly in built-up areas where excessive vehicle speeds threaten other road users. A wide range of materials – including vulcanized rubber, hot thermoplastic materials, bituminous mixes, concrete and bricks – have been used in the construction of the speed control areas. It is low cost to practice in shorter period of time. Our country should also practice the Ghanaian speed bumper to reduce the speed of the drivers along the rural and town roads where high congestion of traffic accidents are high. And also were there is high speed of motor vehicles on the longer distance. The bumper reducing speed means, it helps the pedestrians to cross the roads easily before the vehicle reach them. This reduces the occurrence of accidents on the routes. B. Traffic Calming Measures: At speeds below 30 km/h pedestrians can coexist with motor vehicles in relative safety. Speed management and traffic-calming include techniques such as discouraging traffic from entering certain areas and installing physical speedreducing measures, such as roundabouts, road narrowing, chicanes and road humps. These measures are often backed up by speed limits of 30 km/h, but they can be designed to achieve various levels of appropriate speed ͳͲͲ
C. Using Speed measuring Tools 1. Electronic timing apparatus: it enables speed to be measured over very short distance. The method of operation is to total on decade counters the number of pulses received from crystal oscillator’s during the passage of the vehicles front wheel across two pneumatic road tubes. 2. Radar speed meter and optical instruments: it transmits high frequency electromagnetic waves in a narrow beam toward a selected vehicle; and the reflected waves altered in length depending on the vehicles speed, are returned to a receiving unit calibrated to directly record the spot speed. The radar in our country is only three and even they are not working well. Therefore the government should introduce new radars which could help us to control the speed of the vehicles in the limit range. When the radar introduced into the country the radar must have the spare parts and the person who properly operate it should be there. 3. Expansion of Monitoring Camera System: Expanding traffic monitoring camera to check for speeding in areas where crash risk is high. For example to measure the effect of expanded use of monitoring cameras in Korea, the number of crashes and fatalities at these high-risk spots were compared before and after the installation of monitoring cameras over a period of 12 months. The effect was that that the traffic accident had reduced by 60% at radius of 1 km from the police. It is possible that the effects of monitoring cameras will disappear once drivers fully adjust to avoiding violation charges, and the initial effect of reducing crashes and fatalities will lessen with time (13, 16). These experiences also help us to reduce car accidents. By using monitoring camera system even though it is expensive. Long term planning could be made to introduce these methods of controlling mechanism. 4. Time lapse photography, video and pen recorders: employees a camera to record a moving by selecting it over the distance it moved in a short period of time. The following rule should be put to restrict speed of the vehicles. ¾ A speed limit sign (30 km/hr) should be placed where town begins, before 100-150 meters. ¾ Speedometer should be checked either it is working properly or not ¾ Radar should be used on the ways by highly educated police traffic to control the drivers speed and identifying the speedy drivers to give a piece of advice, punishment as necessary as necessary. ¾ Training should be given to the drivers regarding the speed of the vehicles ¾ 1-2 sets of rumble stripes should be furnished before entering the town to notify reckless drivers. ¾ Road side parking should be prohibited and provide off-road packing for heavy trucks. ͳͲͳ
¾ Zebra crossings for pedestrian should be marked in 50-70 meters interval. ¾ 1-2 sets of rumble stripes should be furnished before zebra crossing. ¾ Strict traffic police enforcements should be required during day light time because more than 64.93% of the recorded accidents occurred during this period. Special attention should be given on Wednesday and Saturday in controlling traffic. ¾ For problem of lane discipline, improper overtaking and the like, re-painting of the road should be given much attention. 5.4.7. Government Involvements 1. Law Enforcement on Road Traffic Conditions: Government should be strict in the side of traffic controlling mechanism for licensing, education, etc by enforcing some rules that control the drivers and pedestrians. 2. Setting and Enforcing Speed Limits: Setting road speed limits is closely associated with road function and road design, as already mentioned. Physical measures related to the road and the vehicle, as well as law enforcement by the police, all contribute to ensuring compliance with maximum posted speed limits and to the choice of an appropriate speed for the existing conditions. A. Speed enforcement on rural roads: A meta-analysis of speed enforcement on rural roads, either by means of radar or instruments which measure mean vehicle speed between two fixed points or by stationary speed enforcement – where uniformed police officers and police cars attend vehicle stopping points – found that the two strategies combined reduced fatal crashes by 14% and injury crashes by 6%. Stationary speed enforcement alone reduced fatal and injury crashes by 6% (10, 22). The speed enforcement on the rural routes reduces the accidents of our country especially on the study route as the speed of any vehicle is too high. B. Speed cameras: Automatic speed enforcement, such as by means of speed cameras, is now employed in many countries. Experience from a range of high-income countries indicates that speed cameras that record photographic evidence of a speeding offence, that is admissible in a law court, are a highly effective means of speed enforcement .The wellpublicized use of such equipment in places where speed limits are not generally obeyed and where the consequent risk of a crash is high has led to substantial reductions in crashes (22). In our country since the speed cameras are very important as we have so many places where the speed limits are not generally absorbed and to take measure on the accident committers. 3. Setting and Enforcing Alcohol Impairment Laws: Despite the progress made in many countries in curbing drink-driving, alcohol is still a significant and widespread factor in road crashes. The scientific literature and national road safety programmers agree that a package of effective measures is necessary to reduce alcohol-related crashes and injuries. ͳͲʹ
A. Blood alcohol concentration limits: The basic element of any package to reduce alcohol impairment among road users is establishing a legal BAC (Blood Alcohol Concentration) limit. Mandatory BAC limits provide an objective and simple means by which alcohol impairment can be detected (7,22). In addition, the BAC level gives clear guidance to drivers about safe driving practice. Upper limits of 0.05 g/dl for the general driving population and 0.02 g/dl for young drivers and motorcycle riders are generally considered to be the best practice at this time. B. Blood alcohol concentration limits for the general driving population: The risk of crash involvement starts to increase significantly at BAC levels of 0.04 g/dl (14). A variety of BAC limits are in place across the world – ranging from 0.02 g/dl to 0.10 g/dl .The most common limit in high-income countries is 0.05 g/dl; a legal limit of 0.10 g/dl corresponds to a threefold increase, and a limit of 0.08 g/dl a two-fold increase, in the risk of crash involvement over that allowed by a 0.05 g/dl limit. C. Lower blood alcohol concentration limits for young or inexperienced drivers: The crash risk for inexperienced young adults starts to increase substantially at lower BAC levels than older, more experienced drivers. A review of published studies found that laws establishing a lower BAC limit – of between zero and 0.02 g/dl – for young or inexperienced drivers can lead to reductions in crashes of between 4% and 24% (7, 22). If the drivers do not drink the accident will reduce. So the government should put a law to the drivers. D. Discouraging excess alcohol offenders: For most countries, the level of enforcement of drink-driving laws has a direct effect on the incidence of drinking and driving (14). Increasing drivers’ perception of the risk of being detected is the most effective means of deterring drinking and driving. Police powers vary between countries, and include the following: ¾ stopping obviously impaired drivers; stopping drivers at roadblocks or sobriety checkpoints and testing only those suspected of alcohol impairment; ¾ Stopping drivers at random and testing all who are stopped ¾ The following components have been identified as being central to successful police enforcement operations to deter (discourage) drinking drivers; 1. A high proportion of people tested (at least one in ten drivers every year but, if possible, one in three drivers, as is the case in Finland). 2. Enforcement that is unpredictable in terms of time and place, deployed in such a manner so as to ensure wide coverage of the whole road network and to make it difficult for drivers to avoid the checkpoints. 3. Highly visible police operations. For drinking drivers who are caught, remedial treatment can be offered as an alternative to traditional penalties, to reduce the likelihood of repeated offending. ͳͲ͵
E. Penalties for excess alcohol offenders/ hurting some bodies’ feeling: Prison sentences have been given for drink-driving offences in several countries. According to research, though, in the absence of effective enforcement such a penalty, in general, has been unsuccessful in deterring drinking drivers or reducing the rate of repeat offending. If drivers perceive that the likelihood of their being detected and punished is low, then the effect of the penalty, even if severe, is likely to be small. All the same, research suggests that disqualification from driving after failing a breath test or refusing to take a breath test may deter drinking drivers – probably because of the swiftness (quickness) and certainty of the punishment (3,22). 4. Setting and Enforcing Seat-Belt: Mandatory seat-belt use has been one of road injury prevention’s greatest success stories and has saved many lives. Occupant restraints first began to be fitted in cars in the late 1960s, and the first law on their mandatory use was passed in Victoria, Australia, in 1971. By the end of that year, the annual number of car occupant deaths in Victoria had fallen by 18% and by 1975 by 26% (, 3, 7, 10, 11 and 22). Following the experience of Victoria, many countries also introduced seat-belt laws, which have led to many hundreds of thousands of lives saved worldwide. It is true for our country to enforce seat-belt by law of the government to safe many life from injury and reduce the number of accidents occur by vehicles. 5.4.8. Insurance and Medical Enforcement by Government Once the event happens the insurance and medical organization should take the injuries by sharing as the third party. Medical hospitals should give as much as possible treatment for the injured person to reduce the death rate and pain. They are responsible to minimize the death of traffic accidents by giving all the possible treatments. Insurance companies also give insurance to the damaged vehicle or injured person after assessing the cause of problem for the people who had insurance policy in hand. This is one method to reduce risk when it occur giving it to the third or second party. The condition of insurance should not only pay necessary payment for the accident but they should find alternative preventive in order not to occur such type of accidents again. 5.4.9. Environmental Condition Control The environmental conditions are the light, dusty roads; muddy, windy, rainy etc. types of the environments should be enforced by government to control the drivers in such harsh periods. I. Lightening condition: The government has to put the law that controls the drivers without head and rear side light on the vehicle. The government should also put the driving time strict during a specific period in a day by Federal Regular time driving allowances. ͳͲͶ
Daytime running lights for cars The term, “daytime running lights” refers to the use of lights (whether multipurpose or specially designed) on the front of a vehicle while it is running during daylight hours, so as to increase its visibility. Some countries – including Austria, Canada, Hungary, the Nordic countries and some states in the United States – now require by law varying levels of use of daytime running lights (22). This may involve either drivers switching on their headlamps or the fitting of switches or special lamps on vehicles. Two meta-analyses of the effects of daytime running lights on cars show that the measure contributes substantially to reducing road crashes. The first study, which examined daytime crashes involving more than one party, found a reduction in the number of crashes of around 13% with the use of daytime lights, and reduction of between 8% and 15% as a result of introducing mandatory laws on daytime use (22). The number of pedestrians and cyclists hit by cars was reduced by 15% and 10%, respectively. The second study found a reduction of slightly over 12% in daytime crashes involving more than one party, a 20% decrease in injured victims and a 25% reduction in deaths in such crashes (30). If we use the daytime running light we could also reduce the accidents rate. II. Muddy, dusty and wet roads: During these conditions are highly seen the government should take part in these conditions to control the problem of the drivers. If the roads are getting worn out and become the reason for the dust formation, mud formation, the government should take harsh measurement to reduce the most occurring accidents rate all over the routes. These controlling mechanisms of the roads from problems will result in safer and minimized accidents on the roads due to traffic accidents. 5.5 Traffic Management and Control Traffic management arose from the need to maximize the capacity of existing roadway networks with in finite budget and, therefore, with a minimum of new construction. Methods, which may be seen as a quick fix, require innovative solution and new technical developments. Introduction of signal - controlled pedestrian crossing not only improved the safety of pedestrians on busy road but improved the traffic capacity of road by not allowing pedestrians to demonstrate the crossing point. 1. Demand Management: The traffic demand and congestion increased, drivers found alternative route. Route safety was compromised as drivers travel at high speed to maximize the benefit of diverting from their normal route. In most countries the daily traffic flow profile is similar. As delays increase, drivers realized that there is a spare capacity at other hours to arrive at and depart from their places of work before and after the peaks. The effect of this is that the peaks last for longer and is known as peak spreading. ͳͲͷ
Therefore government should put into consideration and go for change and law enforcement that is strong and workable in the country contributing in the roads traffic accident reductions. 2. Junction Type: The majority of capacity problems occur at the road junction. Due to the various conflicting demands it is not surprising that two third of traffic accidents occur at road junction. 1. Uncontrolled non priority junctions 2. Priority junctions 3. Roundabout 4. Traffic signal 5. Grade separation
ͳͲ
In the figure 5.2 it is tried to see most preventive and counter measures by identifying them in to long-term and short- term strategies. Most of the methods concentrate on the drivers speed, road users, roads and government safety managements. Maintaining the roads which are old and difficult for the traveler and in turn causing accidents.
Controlling Accident
Maintain Roads & construct pedestrian and vehicle roads separately
Create awareness on road users
Check vehicle status
Pedestrians
Passenger
Educate
Set Penalty rule
Drivers
Education & set training
Base experience
Control license
Limit speed
Create Awareness Control Drivers
Minimize Accident rate
Source: The Author of the thesis Figure 5.2: Preventive strategy of accident severity The separate and alternative roads construction for pedestrians and vehicles is also one of the problem solving and accident management principles. The other essential way of managing road accidents is creating awareness on road users such as pedestrians, passengers, and drivers. Educating pedestrians to aware, which types of ͳͲ
mode of transports are insured and safe for which type of distance travel? The pedestrians should also learn when the drivers make over speeding driving to reduce by telling him/her. The other is drivers in which strongly attention has to be paid on to reduce the terrorizing accident of the country and the study route. The drivers should be licensed based on educational back ground, they should drive short, medium and long distance based on experience i.e. more experienced should allowed to drive where there is high congestion of traffic and on longer routes as they manage themselves by controlling the speed and are not addicted to stimulants, the age of the drivers should also be considered that is the highly aged drivers are cool at driving as they feel the responsible of family. The driver’s should also be educated and trained periodically to bring these all awareness on the roads accidents severity. Pedestrians should also be educated and trained at school level. The rule that should control the pedestrian to take their right and respect all the rule of crossing roads has to be set and penalty has to be implemented for the pedestrian who is accused of crossing road illegally. Finally controlling and managing all the possible causes of sever accidents mentioned in the model will limit the accidents severity and reduce the random occurrence. Road injury Prevention Policy Makers: the following parties are very necessary to prevent road injuries. These are the: ¾ Government and legislative bodies such as transport, public, health, education, justice and finance ¾ Industries ¾ NGO’s special interest groups ¾ Police and media incorporating with users or citizens ¾ These bodies altogether will bring change on the road traffic accident reduction if they all be one and work together by creating excellent preventive policy on road traffic accidents. 5.6.
Summary of the Counter Measures and Strategies
The unit deals with most common preventive strategies as short term and long tern preventive strategies to bring the behavioral change of the road traffic injuries. The long term preventive strategies are: ¾ Managing Exposure to Risk ¾ Reduce the Occurrence of Crashes ¾ Strengthened Control of Seven Risky Driving Behaviors ¾ Financial Reward System for Traffic Violation Evidence ¾ Introducing Traffic Safety Education to School System ¾ Making Drivers’ to identify things properly ͳͲͺ
¾ Constructing Alternative Routes for Vehicle Types ¾ Putting a Break in the Middle of the Roads ¾ Safety-Awareness in Planning Road Networks ¾ Trains Encouragements Short term strategies used in this unit are: ¾ Providing Shorter and Safer Routes ¾ Trip Reduction Measures ¾ Minimizing Exposure to High-Risk Restricting Access to Road Network ¾ Giving Priority in the Road network to Higher Occupancy Vehicles ¾ Knowing Safer Modes of Transportation ¾ Using Speed reduction techniques ¾ Government Involvements ¾ Insurance and Medical Enforcement by Government ¾ Environmental Condition Control Reducing risk exposures, education to all the road users, government law enforcements, individual responsibilities, and the drivers speed reduction and minimization are considered as the vital role player to reduce the alarming accident situation of the study site and in general the country, Ethiopia. The party who are responsible for the reduction of the accidents were suggested and discussed in the discussion. Generally the short and long term strategies counter measures are basic to overcome the alarming road traffic accident which is predicted to be the third in the world when compared with other life killer diseases.
ͳͲͻ
Chapter Six 6. Conclusion and Recommendation 6.1 Conclusion In conclusion and in general as the above analysis and interpretation showed in the Oromia routes, in Ethiopia road transportation accidents are not mitigated at once and for all. It needs a continues assessment from time to time by any other researchers as the transportation system phase and the cities master plans improved from time to time. Therefore study has to be made from time to time as the system of urbanization changes and the solution for the problems should be found by applying new systems that can the century comes with. The roads traffic accidents are getting worst and worst all over the worlds. The traffic accident on the way from Gelan to Tukurwuha varies according to different factors such as the driver’s condition, the environmental conditions and the vehicles situation. The roads are somewhat straight compared to the other roads of the countries but the accidents on these roads are causing life death almost more than 32.48%, 18.46% serious injuries, 13.48% slight injuries and 35.58% property damages were incurred cost of 12,114,850 ETB birr on these the routes. Cattle death is 68% and 32% wound. On the same time 11.10% injury is on drivers, 35.25% on pedestrians, and 53.66% on passengers that the percentage of the pedestrian and the passengers rated on these roads was 89% that indicating the death of the human is mostly put its arm over the pass angers and pedestrians. The routes are getting worst and worst unless the controlling mechanisms on the routes get stronger and stronger. Most injuries registered by drivers. The drivers problem 55%, pedestrian problem 35%, vehicle problem 5%, roads problem 1% and others 4%. The other big problem notified on these line were the problem of data gathering mechanisms. The data gathering system and handling is not computerized and some cannot get them easily for proper study of the traffic accidents. The educational lack results in the data retrieval system among the police traffic of most of the offices in these lines even the Oromia Police Commission has got a very surprising situation in which it handles data from different zones and weredas. The organization of data about the traffic accidents should tell for the next measure to be taken but here it does not doing it so. The police just register the data and then identify who made mistake and give punishment for most of the drivers who committed traffic accident in monetary value. The rural areas are getting the accidents higher and higher in these roads than the town areas as the study showed 47% of the accidents took place on these routes. The types of ͳͳͲ
vehicle which are causing these most of the time are these station wagons, the pickup trucks, heavy load trucks such as 11-41 quintal load carriers (ISUZU), heavy trucks of load carriers of 41-100 quintals, transportation bus of sit 13-45 types of vehicles are the most common on these roads to cause accidents. The other big problem is the drivers speed and which is over the limit of the restricted minimal speed. The speed by which minibus speed up for instance is up to 130Km/h as I noticed during the survey time. The recommended speed limit is from 50Km/h- 90Km/h. The speed is most of the time committed by the employees than the government drivers. This is because the drivers who are employed need to get more per day so that they are speedy and more accident causatives as the same time. The result indicated that the main causes of the accidents at the black spot areas were unavailability of proper pedestrian facilities, pedestrian traffic volume, drivers’ fatigue, lack of awareness of traffic rules and regulation and violation of speed limit in accordance to the pilot study by the National Road Safety Coordination Office. Besides, densities of accidents per kilometer were found to be a function of access points in towns. Narrow bridge, inadequate sight distance, insufficient illumination, road curvature, and faded road markings are usually the major causes of accidents. Drivers getting license out of his sufficiency will not reduce accident rate rather become the big problem of the economy for the country by causing a lot of damage on life and properties. In the rule the drivers who are driving improperly should lose their driving license is not implemented in our country. The government control over the drivers and the pedestrians being less, the severity of road accidents had increased from time to time till recent time. In general for our country traffic accident causes are the following. ¾ Lack of employers to give the method how to passé accident preventing ¾ Loading people on material loaders car ¾ Loading over the capacity in people transportation bus ¾ Traffic police and material limitation ¾ Lack of modern data or information gathering system ¾ Roads design and construction lack of safety consideration ¾ Lack of traffic signal distribution and care for them ¾ Lack of awareness of the community to control traffic accidents ¾ Passengers lack on traffic accidents and way of using roads ¾ Police traffic awareness on following up the accident condition after happened than before it had happened
ͳͳͳ
6.2 Recommendation Most of the problems have been identified in the study and separated to which emphasis should be given; the remaining thing is the recommendation of the way which helps to reduce the roads traffic accidents. The methods in which the problems are solved had been set but lack of education, lack of awareness’ or others made the implementation too poor to reduce road traffic accidents. In general, the following recommendation should be well thought-out. ¾ Prohibition of on road side parking ¾ Introduction of high speed train ¾ Shorter possible routes usage to traffic channelization ¾ Increasing the roads number by classifying into heavy loads truck way and small vehicle ways ¾ Set educational training for the people in school level about traffic accident to create to all levels awareness’ ¾ Furnish appropriate sign and marking ¾ Strict traffic police enforcement and speed control to use radar meter ¾ Road user information and campaign ¾ Providing pedestrian side walk ¾ Limiting driving time for professional drivers and ¾ Use of computerized data management for future research ¾ Traffic accident policies and management system hast be set by the government in order to reduce the occurrence of accidents and severity on life. In particular the routes from Addis Ababa to Modjo should be given priority as the proximity to the capital city of Ethiopia is nearer and as the routes from export- import (Djibouti) is passing through these routes, the accident severity increases. 6.3 Future Research Areas The future studies area for any other interested researcher could be in some of the following areas. The research made till now has to be tested either implemented properly or simply stored. If the researches done are not implemented they should be implemented by testing the feasibility of all the research made by so many scholars until today and setting rules how to implement the study. Other important areas to be seen are: 1. The efficiency of traffic police management system and educational background
ͳͳʹ
2. The data management system and most important mode of transportation that could reduce traffic intensity 3. Road network design and alternative routes for the flow of road users 4. The vehicles type existing in the home country and the newly once coming to the country
ͳͳ͵
BIBLOGRAPHY 1. Afukaar FK, Antwi P, Ofosu-Amah S., 2003,” Pattern of Road Traffic Injuries in Ghana: implications for control. Injury Control and Safety Promotion”, Ghana 2. A.Persson, 2008 ” Road Traffic Accidents in Ethiopia: Magnitude, Causes and Possible Interventions” , Sweden, Lund University, 3. Bitew Mebrahtu, 2002, “Taxi Traffic Accidents in Addis Ababa: Causes, Temporal and Spatial Variations, and Consequences,” Addis Ababa 4. Bong-Min Yang1 and Jinhyun Kim2, 2003,” Road traffic accidents and policy interventions in Korea” Kyungnam, Korea, 5. Brochure for World Health Day, 7th April, 2004 6. Dan Chisholm and Huseyin Naci, 2008,” Road Traffic Injury Prevention: An Assessment of Risk Exposure and Intervention Cost-Effectiveness in Different World Regions”, Geneva, Switzerland. 7. Fanueal Samson, June 2006 “Analysis of Traffic Accident in Addis Ababa : Traffic Simulation;”, Addis Ababa , 8. Frank P. Mckenna, 2007, “The Perceived Legitimacy of Intervention: A Key Feature for Road Safety” University of Reading and Perception and Performance, Korea 9. Finch DJ et al., 1994,” Speed, Speed Limits and Accidents.” Crowthorne, Transport Research Laboratory Ltd, (Project Report 58) 10. Getachew Epherem (Thesis), June 2008,” Road Traffic Accident in Addis Ababa and the Solution to Mitigate”, Addis Ababa University, Ethiopia 11. Getu Segni, April 2007, ”Causes of Road Traffic Accident and Possible Counter Measures on Addis Ababa - Shashemene Road “,Addis Ababa, Ethiopia 12. Hogan Usoro, Phd,2000,“Strategies for the Prevention of Traffic Accidents on the Nigerian Highways” University of Technology (Crutech) Calabar 13. Knight P, Trinca G., 1998, “The Development, Philosophy and Transfer of TraumaCare Programs”. In: Reflections on the transfer of traffic safety knowledge to motorizing nations. Melbourne, Global Traffic Safety Trust: 75– 78. 14. Kebede Tenaw, 2000 E.C, “ Capablity of Driving Preventing Accident”, 10th Edition, Elam printing, Ethiopia 15. Koornstra M, Bijleveld F, Hagenzieker M., 1997,” The Safety Effects of Daytime Running Lights”. Leidschendam, Institute for Road Safety Research, (SWOV Report R-97-36).
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16. Pachaivannan Partheeban1, Elangovan Arunbabu2, Ranganathan Rani Hemamalini3, 2000, “Road Accident Cost Prediction Model Using Systems Dynamics, Approach”, St. Peter’s Engineering College, Chennai, India, 17. “Proceedings of the Eastern Asia Society for Transportation Studies”, Vol. 5, pp. 2062 - 2074, 2005 18. “Road Accident Fund Commission Report” South Africa Republic, 2002 ,Volume 1 19. “Royal Government of Cambodia Ministry of Public Works and Transport Country Report on Road Safety” in Cambodia by H.E Ung Chun Hour Director General of Transport and Secretary General of NTSC (22 June, 2007) 20. “The WHO Newsletter on Road Safety.” Newsletter 1: November 2003 21. Westefeld A, Phillips BM., 1976,” Effectiveness of Various Safety Belt Warning Systems.” Washington, DC, National Highway Traffic Safety Administration, (DOT-HS-801-953). 22. Williams AF, Wells JK. 2003,”Drivers’ Assessment of Ford’s Belt Reminder System. Traffic Injury Prevention,” 4:358–362. 23. “World Report on Road Traffic Injury Prevention,2007 24. Yang BM, Kim J., 2003,” Road traffic Accidents and Policy Interventions in Korea: Injury Control and Safety Promotion”, 10:89–94. 25. Yayeh Addis, , June 2003,” The Extent, Variations and Causes of Road Traffic Accidents in Bahir Dar”, Addis Ababa, Ethipopia 26. Zaal D., 1994,”Traffic Law Enforcement:” A Review of the Literature. Melbourne, Monash University Accident Research Centre, WEBSITE SOURCES 1. (http:// www.nhtsa.dot.gov/people/outreach/traftech/ 2. http://www.etsc.be/rep.htm 3. http://www.vv.se/for_lang/english/publications/C&C.pdf 4. http://www.vv.se/traf_sak/t2000/908.pdf 5. http://www.icadts.org/reports/AlcoholInterlockReport.pdf 6. http://wwwnrd.nhtsa.dot.gov/pdf/nrd01/esv/esv18/CD/Files/18ESV-000261.pdf 7. http://www.general.monash.edu.au/muarc/rptsum/muarc53.pdf 8. http://www.etsc.be/strategies.pdf 9. http://www.safecarguide.com/exp/statistics/statistics.htm 10. http://www.voanews.com/english/archive/2006-03/2006-03-02-voa20.cfm 11. http://www.eeaecon.org/5th%20Inter%20Papers/Temesgen%20Aklilu%20%20 Ethiopian%20Economists%20Association%205th%20confedernce.htm 12. http://www.safecarguide.com/exp/statistics/statistics.htm 13. http://www.dft.gov.uk/pgr/statistics/datatablespublications/vehicles/carsmmrisk/ ͳͳͷ
APPENDIX I: Tables of Accidents Statistics and Numbers Table A 1: Daily traffic accidents occurred Amount 277 366 248 304 266 310 296 2170
Day Monday Tues day Wednesday Thursday Friday Saturday Sunday Total
% share 13.4% 17.7% 12.0% 14.7% 12.9% 15.0% 14.3% 100.0%
Table A- 2: Hourly occurrence of Accidents Amount % Share R.No Night time in Am hours ount 53 2.44 1 1-2 169 198 9.12 2 2-3 157 157 7.24 3 3-4 154 110 5.07 4 4-5 68 188 8.66 5 5-6 55 102 4.70 6 6-7 67 127 5.85 7 7-8 8 129 5.94 8 8-9 12 175 8.06 9 9-10 68 177 8.16 10 10-11 74 168 7.74 11 11-12 80 179 8.25 12 12-1 87 Table A- 3: The age of the drivers who caused accidents
Day time in hours 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 10-11 11-12 12-1 Age of drivers in years Les than 18 1830 3150 Above 51 unknow n total
199 7
% share
% share 7.7 7.2 7.1 3.1 2.5 3.0 0.3 0.5 3.1 3.4 3.6 4.0
199 8
% share
199 9
% share
200 0
% share
Tot al
Total % share
13.43 % 34.87 % 33.47 % 10.22 % 8.02%
61
118
15.84%
267
264
35.44%
779
187
25.10%
647
95
12.75%
281
61
8.19%
182
11.55 % 36.42 % 30.60 % 12.88 % 8.24%
100.0 0
516
11.82 % 30.23 % 29.46 % 16.86 % 11.63 % 100.0 0
745
100.00 %
217 0
21
5.12%
67
185
45.12%
174
141
34.39%
167
48
11.71%
51
21
5.12%
40
410
100.00 %
499
156 152 87 60
ͳͳ
100.00
Table A- 4: The drivers Genders Drivers gender Male Female Unknow n Total
199 7 405 5 410
% shae 98.78% 1.22% 0.00% 100.00 %
199 8 495 4 499
% share 99.20% 0.80% 0.00% 100.00 %
199 9 513
% share 99.42% 3 0.58% - 0.00%
516
100.00 %
200 0 739 6 745
% share 99.19% 0.81% 0.00%
Tota l 2152 18 -
Total % share 99.17% 0.83% -
100.00 %
2170 100.00 %
Table A- 5: The educational back ground of the drivers who caused he accidents The educational status Illiterate Basic education 1st cycle level 2nd junior level 2ndry high school Above 2nd high school unknown
1997 % share
1998 % share
0.58% 2 15.70% 80
Total Total % share 0.27% 11 0.53% 10.74% 249 12.05%
24.05% 150
29.07% 180
24.16% 536
25.93%
31.46% 121
24.25% 132
25.58% 195
26.17% 577
27.91%
76
18.54% 151
30.26% 81
15.70% 156
20.94% 464
22.45%
60
14.63% 52
10.42% 64
12.40% 122
16.38% 298
14.42%
12
2.93%
0.80%
0.58%
0.67%
1.16%
2 43
0.49% 4 10.49% 45
0.80% 9.02%
86
20.98% 120
129
4
1999 % share 3 81
3
2000 % share
5
Table A- 6: The drivers and the vehicles relationship Relationship between driver & vehicle Total The owner of the vehicle 660 Employee 1327 Others 168 Unknown 15 Table A-7: The drivers’ experiences
Total 30.41% 61.15% 7.74% 0.69%
24
%
Drivers 1997 % experiences share
1998 % share
1999 % share
2000 % share
Total
5
1.22%
31
6.21%
32
6.20%
58
7.79%
126
Total % share 5.81%
Have no license Less than 1 year 1-2 years 2-5 years 5-10 years Greater than 10 years Unknown
8
1.95%
34
6.81%
42
8.14%
95
12.75% 179
8.25%
130 97 153 10
31.71% 23.66% 37.32% 2.44%
83 97 132 92
16.63% 19.44% 26.45% 18.44%
58 151 137 67
11.24% 29.26% 26.55% 12.98%
87 133 165 145
11.68% 17.85% 22.15% 19.46%
358 478 587 314
16.50% 22.03% 27.05% 14.47%
7
1.71%
30
6.01%
29
5.62%
62
8.32%
128
5.90%
ͳͳ
Table A-7.1 the drivers’ license level whom caused the accidents Driver’s license level 1st 2nd 3rd 4th 5th Special certified no license Unknown
1997 % share
1998 % share
1999 % share
2000 % share
12 88 158 102 12 16
2.93% 21.46% 38.54% 24.88% 2.93% 3.90%
24 48 54 94 192 24
4.81% 9.62% 10.82% 18.84% 38.48% 4.81%
43 50 145 98 65 39
8.33% 9.69% 28.10% 18.99% 12.60% 7.56%
52 82 238 110 105 51
6.98% 11.01% 31.95% 14.77% 14.09% 6.85%
Total Total % share 131 6.04% 268 12.35% 595 27.42% 404 18.62% 374 17.24% 130 5.99%
12
2.93%
27
5.41%
38
7.36%
56
7.52%
133
6.13%
10
2.44%
36
7.21%
38
7.36%
51
6.85%
135
6.22%
Table A- 8: The service life of the vehicles Service life in years Less than 1-2 2-5 5-10 Above 10 Unknown
1997 % share
1998 % share
1999 % share
2000 % share
47 56 118 87 79 23
37 40 113 165 110 34
53 59 118 134 99 53
79 79 198 183 131 75
11.46% 13.66% 28.78% 21.22% 19.27% 5.61%
7.41% 8.02% 22.65% 33.07% 22.04% 6.81%
10.27% 11.43% 22.87% 25.97% 19.19% 10.27%
10.60% 10.60% 26.58% 24.56% 17.58% 10.07%
Total Total % share 216 9.95% 234 10.78% 547 25.21% 569 26.22% 419 19.31% 185 8.53%
Table A- 9: Types of the vehicle caused injuries Types of the Vehicles Bicycle Motor bicycle Bus Station Wagon Pickup of 10 quintal Heavy truck of 11-40 load Heavy truck of 41-100 Heavy truck with trailers Tanker
1997 % share
1998 % share
1999 % share
2000 % share
5
1.00%
6 17
13 15
2.52% 2.91%
23 22
3.09% 2.95%
Total Total % share 42 1.94% 59 2.72%
13 56
2.61% 20 13.66% 53
4.01% 37 10.62% 47
7.17% 9.11%
72 36
9.66% 4.83%
142 192
6.54% 8.85%
57
13.90% 39
7.82%
7.75%
70
9.40%
206
9.49%
93
22.68% 74
14.83% 53
10.27% 95
12.75% 315
14.52%
73
17.80% 91
18.24% 58
11.24% 66
8.86%
288
13.27%
25
6.10%
29
5.81%
28
5.43%
50
6.71%
132
6.08%
7
1.71%
21
4.21%
22
4.26%
23
3.09%
73
3.36%
1.16% 3.41%
40
ͳͳͺ
Taxis Bus of sit capacity 12 Bus of sit capacity 13-45 Bus of sit 46 and over Special trucks Special trucks with trailers Cart Train Others Unknown
5 9
1.22% 2.20%
11 45
2.20% 9.02%
18 47
3.49% 9.11%
23 23
3.09% 3.09%
57 124
2.63% 5.71%
28
6.83%
22
4.41%
28
5.43%
52
6.98%
130
5.99%
13
3.17%
15
3.01%
20
3.88%
37
4.97%
85
3.92%
6
1.46%
11
2.20%
18
3.49%
23
3.09%
58
2.67%
5
1.22%
11
2.20%
20
3.88%
22
2.95%
58
2.67%
5 0 5 5
1.22% 0.00% 1.22% 1.22%
11 0 12 11
2.20% 0.00% 2.40% 2.20%
18 0 17 17
3.49% 0.00% 3.29% 3.29%
34 0 25 49
4.56% 0.00% 3.36% 6.58%
68 0 59 82
3.13% 0.00% 2.72% 3.78%
Table A- 10: The vehicles problems problems of vehicles
1997 % share
1998 % share
1999 % share
2000 % share
Total Total % share 10.20% 162 7.47%
Brake problem Freon problem Tire Problem Lighting problem Other mechanical No problem Unknown
14
3.41%
29
5.81%
43
8.33%
76
14
3.41%
37
7.41%
63
12.21% 55
7.38%
169
7.79%
14
3.41%
45
9.02%
55
10.66% 76
10.20% 190
8.76%
42
10.24% 38
7.62%
50
9.69%
83
11.14% 213
9.82%
45
10.98% 59
11.82% 59
11.43% 95
12.75% 258
11.89%
187
45.61% 291
58.32% 181
35.08% 225
30.20% 884
40.74%
94
22.93% 57
11.42% 65
12.60% 135
18.12% 351
16.18%
Table A-11: The road in which accidents happened Roads type Joining Rural Joining provinces Gravel road Town road
1997 % 1998 % 1999 % 2000 % Total Total % share share share share share 241 58.78% 223 44.69% 275 53.29% 281 37.72% 1020 47.00% 59
14.39% 80
16.03% 75
14.53% 140
18.79% 354
16.31%
62
15.12% 105
21.04% 91
17.64% 146
19.60% 404
18.62%
48
11.71% 91
18.24% 75
14.53% 178
23.89% 392
18.06%
ͳͳͻ
Table A-12 Place where the accidents occurred Place & Areas Not asphalted No concrete road village Around school Factory
199 7 59
% share
% share
14.39%
199 8 132
26.45%
199 9 90
% share 18.04 % 19.84 %
200 0 127
98
23.90%
33
6.61%
99
38
9.27%
60
12.02%
41
10.00%
70
Prayers area Market area Recreation al area Hospital area Office area
27
6.59%
44
residence area Others
30
6.01%
62
14.03%
53
68
80
16.03%
32
10.62 % 6.41%
10.73%
32
6.41%
31
6.21%
79
23
5.61%
20
4.01%
40
8.02%
15
3.66%
20
4.01%
30
34
8.29%
28
5.61%
56
31
7.56%
24
4.81%
45
-
#VALUE !
#VALUE 10 !
% share 24.61 % 25.58 %
Tota l 408
12.02 % 13.18 % 6.78%
190
8.76%
232 174
10.69 % 8.02%
186
8.57%
46
15.31 % 8.91%
129
5.94%
6.01%
40
7.75%
105
4.84%
11.22 % 9.02%
57
175
8.06%
84
184
8.48%
2.00%
15
11.05 % 16.28 % 2.91%
25
1.15%
132
35
362
% share 18.80 % 16.68 %
Table A- 13: The roads branching design system The roads design One way Two ways Island isolated Not divided by colored symbol Divided by the colored symbol
1997 % share
1998 % share
1999 % share
163
39.76% 156
31.26% 127
24.61% 164
Total Total % share 22.01% 610 28.11%
143
34.88% 179
35.87% 161
31.20% 172
23.09% 655
30.18%
20
4.88%
40
8.02%
10.47% 80
10.74% 194
8.94%
35
8.54%
74
14.83% 51
9.88%
186
24.97% 346
15.94%
49
11.95% 50
10.02% 123
23.84% 143
19.19% 365
16.82%
54
ͳʹͲ
2000 % share
Table A- 14: The position of the roads Roads type Straight and plain Straight and slightly slopped Straight and steeper Straight and ups and down Slightly zigzag Strongly zigzag Hilly Slope down Others
1997 % 1998 % 1999 % 2000 % Total Total % share share share share share 202 49.27% 238 47.70% 193 37.40% 291 39.06% 924 42.58% 59
14.39% 117
23.45% 45
8.72%
113
15.17% 334
15.39%
32
7.80%
23
4.61%
46
8.91%
45
6.04%
146
6.73%
16
3.90%
25
5.01%
50
9.69%
81
10.87% 172
7.93%
30
7.32%
22
4.41%
35
6.78%
48
6.44%
135
6.22%
15
3.66%
20
4.01%
33
6.40%
72
9.66%
140
6.45%
45 11
10.98% 24 2.68% 30
4.81% 6.01%
48 33
9.30% 6.40%
48 47
6.44% 6.31%
165 121
7.60% 5.58%
20
4.88%
2.81%
33
6.40%
53
7.11%
120
5.53%
14
Table A-15: The roads joining or meeting Roads junction s type No joining Yshape T-shape
199 7
% share
199 8
% share
199 9
% share
200 0
% share
Tota l
Total % share
212
51.71%
257
51.50%
205
39.73%
302
976
44.98%
37
9.02%
36
7.21%
46
8.91%
125
244
11.24%
35
8.54%
44
8.82%
58
11.24%
92
229
10.55%
Ocircular island t-shaped Xshaped Crossing rail way others total
22
5.37%
21
4.21%
38
7.36%
67
40.54 % 16.78 % 12.35 % 8.99%
148
6.82%
54 25
13.17% 6.10%
45 40
9.02% 8.02%
44 38
8.53% 7.36%
57 52
7.65% 6.98%
200 155
9.22% 7.14%
13
3.17%
25
5.01%
38
7.36%
50
6.71%
126
5.81%
12 410
2.93% 100.00 %
31 499
6.21% 100.00 %
49 516
9.50% 100.00 %
57 745
7.65%
149 2170
6.87% 100.00 %
ͳʹͳ
Table A-16: The road’s layers types Road’s layers type Good asphalt Gorge asphalted gravel Dusty
1997 % share
1998 % share
1999 % share
2000 % share
Total Total % share
162
39.51% 273
54.71% 187
36.24% 371
49.80% 993
45.76%
62
15.12% 60
12.02% 151
29.26% 161
21.61% 434
20.00%
82 104
20.00% 116 25.37% 50
23.25% 93 10.02% 85
18.02% 111 16.47% 102
14.90% 402 13.69% 341
18.53% 15.71%
Table A- 17: The road’s conditions Road’s condition s Dry
199 7
% share
199 8
% share
199 9
% share
200 0
% share
Tota l
Total % share
251
61.22%
295
59.12%
259
50.19%
408
54.77%
55.90%
Moist Muddy Others Total
71 43 45 410
17.32% 10.49% 10.98% 100.00 %
65 74 65 499
13.03% 14.83% 13.03% 100.00 %
92 83 82 516
17.83% 16.09% 15.89% 100.00 %
117 112 108 745
15.70% 15.03% 14.50% 100.00 %
121 3 345 312 300 217 0
15.90% 14.38% 13.82% 100.00 %
Table A-18: The type of accident committed Types of 1997 % collision share Face to face collision Face to tail collision Face to side collision Side by side collision Turning over Collision of pedestrians Animals collision Falling from vehicle Collision of standing vehicle Abstract
1998 % share
45
10.98% 54
10.82% 51
9.88%
122
Total Total % share 16.38% 272 12.53%
61
14.88% 52
10.42% 41
7.95%
72
9.66%
226
10.41%
50
12.20% 39
7.82%
44
8.53%
55
7.38%
188
8.66%
21
5.12%
5.01%
58
11.24% 83
11.14% 187
8.62%
50
12.20% 75
15.03% 55
10.66% 107
14.36% 287
13.23%
85
20.73% 87
17.43% 83
16.09% 55
7.38%
310
14.29%
31
7.56%
39
7.82%
34
6.59%
69
9.26%
173
7.97%
17
4.15%
23
4.61%
26
5.04%
53
7.11%
119
5.48%
17
4.15%
40
8.02%
48
9.30%
34
4.56%
139
6.41%
16
3.90%
16
3.21%
30 ͳʹʹ
5.81%
33
4.43%
95
4.38%
25
1999 % share
2000 % share
thing collision Collision with train Others Unknown
-
0.00%
0
0.00%
0
0.00%
0
0.00%
0
0.00%
9 8
2.20% 1.95%
25 24
5.01% 4.81%
23 23
4.46% 4.46%
31 31
4.16% 4.16%
88 86
4.06% 3.96%
Table A-19: The light conditions The light condition s Day light At the sun set At the sun rise At night with good road sides light At night with weak road sides light Dark or no road sides light available Others Total
199 7
% share
199 8
% share
199 9
% share
200 0
% share
Tota l
Total % share
176 63
42.93% 15.37%
232 67
46.49% 13.43%
209 66
40.50% 12.79%
251 113
33.69% 15.17%
868 309
40.00% 14.24%
48
11.71%
51
10.22%
56
10.85%
77
10.34%
232
10.69%
34
8.29%
38
7.62%
44
8.53%
115
15.44%
231
10.65%
23
5.61%
32
6.41%
49
9.50%
69
9.26%
173
7.97%
41
10.00%
42
8.42%
51
9.88%
63
8.46%
197
9.08%
25 410
6.10% 100.00 %
37 499
7.41% 100.00 %
41 516
7.95% 100.00 %
57 745
7.65% 100.00 %
160 217 0
7.37% 100.00 %
Table A-20; The activity of the pedestrian Table A- 20.1: The weather condition Weather conditions Good weather condition Cloudy weather Cloud Rainy Heavy rain Heavy wind Dust
1997 % 1998 % 1999 % 2000 % Total Total % share share share share share 196 47.80% 230 46.09% 147 28.49% 255 34.23% 828 38.16%
22
5.37%
20
4.01%
30
5.81%
67
8.99%
139
6.41%
29 24 18 13
7.07% 5.85% 4.39% 3.17%
20 27 30 35
4.01% 5.41% 6.01% 7.01%
33 47 58 30
6.40% 9.11% 11.24% 5.81%
48 50 49 51
6.44% 6.71% 6.58% 6.85%
130 148 155 129
5.99% 6.82% 7.14% 5.94%
22
5.37%
45
9.02%
31 ͳʹ͵
6.01%
92
12.35% 190
8.76%
Hot Cold Others
52 19 15
12.68% 44 4.63% 28 3.66% 20
8.82% 5.61% 4.01%
40 67 33
7.75% 53 12.98% 40 6.40% 40
7.11% 5.37% 5.37%
189 154 108
8.71% 7.10% 4.98%
Table A-20.2: The motion of the pedestrian pedestrian motion Where there is traffic light crossing roads When crossing at no traffic light cross roads Crossing at cross roads Crossing at pedestrian crossing roads Crossing at where no pedestrian crossing zebra Crossing hiding himself at the vehicle crossing While pedestrian road is there, moving on the vehicle roads Moving on pedestrian roads Moving on right & no pedestrian roads Moving on the left &no pedestrian roads Moving
1997 % share 5 1.22%
1998 % share 11 2.20%
1999 % share 16 3.1%
2000 % share 21 2.82%
10
2.44%
13
2.61%
56
10.9%
121
16.24% 200
9.22%
37
9.02%
129
25.85% 48
9.3%
79
10.60% 293
13.50%
5
1.22%
11
2.20%
5.8%
21
2.82%
3.09%
136
33.17% 135
27.05% 73
14.1%
87
11.68% 431
19.86%
54
13.17% 11
2.20%
84
16.3%
55
7.38%
204
9.40%
5
1.22%
11
2.20%
16
3.1%
71
9.53%
103
4.75%
38
9.27%
11
2.20%
32
6.2%
9
1.21%
90
4.15%
40
9.76%
11
2.20%
16
3.1%
33
4.43%
100
4.61%
16
3.90%
53
10.62% 22
4.3%
33
4.43%
124
5.71%
19
4.63%
11
2.20%
3.5%
21
2.82%
69
3.18%
30
18 ͳʹͶ
Total Total % share 53 2.44%
67
inside the vehicle roads Pushing vehicle or working Playing in the vehicle roads Playing in the vehicle roads Stopping in the vehicle roads Sitting or sleeping in the vehicle roads Out side the vehicle or pedestrian roads Others Unknown
5
1.22%
11
2.20%
16
3.1%
21
2.82%
53
2.44%
5
1.22%
11
2.20%
16
3.1%
21
2.82%
53
2.44%
6
1.46%
11
2.20%
16
3.1%
37
4.97%
70
3.23%
9
2.20%
11
2.20%
10
1.9%
31
4.16%
61
2.81%
5
1.22%
0.00%
5
1.0%
21
2.82%
31
1.43%
5
1.22%
11
2.20%
6
1.2%
21
2.82%
43
1.98%
5 5
1.22% 1.22%
25 12
5.01% 2.40%
20 16
3.9% 3.1%
21 21
2.82% 2.82%
71 54
3.27% 2.49%
Table A-21: The reasons for the drivers to cause accidents Cause accidents
of 1997 % share
Driving drinking Driving taking drugs Driving leaving his right Neglecting not to give opportunity to vehicle Neglecting the pedestrian Following near to the vehicle Trying to
3
0.73%
7
1.40%
10
1.94% 13
Total Total % share 1.74% 33 1.52%
3
0.73%
7
1.40%
10
1.94% 13
1.74% 33
1.52%
15
3.66%
121
24.25% 17
3.29% 45
6.04% 198
9.12%
63
12.63% 32
6.20% 58
7.79% 224
10.32%
71
17. 32%
1998 % share
1999 % share
2000 % share
98
23.90% 48
9.62%
41
7.95% 58
7.79% 245
11.29%
26
6.34%
23
4.61%
49
9.50% 67
8.99% 165
7.60%
3
0.73%
7
1.40%
10
1.94% 13
1.74% 33
1.52%
ͳʹͷ
over at hill Trying to over at zigzag way After passed over suddenly turn and enter Speeding out of limit Unnecessary passing over Unnecessary turning Violating traffic police order Violating traffic light Violating ‘ stop” mark Avoiding the rule say give priority Starting from its stop improperly Stopping improperly By weakness or sleeping Thinking Improperly accelerating Unnecessary loading Breakers problem Tire detachments Bursting of tire
10
2.44%
7
1.40%
10
1.94% 54
7.25% 81
3.73%
11
2.68%
7
1.40%
37
7.17% 27
3.62% 82
3.78%
35
8.54%
29
5.81%
42
8.14% 49
6.58% 155
7.14%
39
9.51%
14
2.81%
10
1.94% 31
4.16% 94
4.33%
11
2.68%
8
1.60%
10
1.94% 23
3.09% 52
2.40%
3
0.73%
7
1.40%
10
1.94% 13
1.74% 33
1.52%
3
0.73%
7
1.40%
10
1.94% 13
1.74% 33
1.52%
3
0.73%
7
1.40%
20
3.88% 19
2.55% 49
2.26%
17
4.15%
7
1.40%
10
1.94% 13
1.74% 47
2.17%
3
0.73%
9
1.80%
10
1.94% 21
2.82% 43
1.98%
6
1.46%
8
1.60%
10
1.94% 23
3.09% 47
2.17%
3
0.73%
7
1.40%
22
4.26% 13
1.74% 45
2.07%
9 3
2.20% 0.73%
7 7
1.40% 1.40%
17 16
3.29% 13 3.10% 13
1.74% 46 1.74% 39
2.12% 1.80%
7
1.71%
7
1.40%
10
1.94% 13
1.74% 37
1.71%
3
0.73%
11
2.20%
10
1.94% 13
1.74% 37
1.71%
4
0.98%
7
1.40%
15
2.91% 13
1.74% 39
1.80%
4
0.98%
10
2.00%
11
2.13% 29
3.89% 54
2.49%
ͳʹ
The Freon problem The problem of roads The problem of pedestrian Others Unknown
4
0.98%
7
1.40%
12
2.33% 13
1.74% 36
1.66%
3
0.73%
7
1.40%
10
1.94% 13
1.74% 33
1.52%
3
0.73%
8
1.60%
14
2.71% 13
1.74% 38
1.75%
0.73% 0.9 8%
8
1.60% 5.4 1%
26
3 4
2 7
5
5.04% 13 1.74% 50 2.30% 0. 3 4. 6 3.1 97% 3 43% 9 8%
Table A- 22: The accidents cause yearly years 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000
Total injuries 2033 1785 2004 1951 2032 2670 3105 3164 3272 3352 2764 28132
Total
% share 7.23% 6.35% 7.12% 6.94% 7.22% 9.49% 11.04% 11.25% 11.63% 11.92% 9.83% 100. 00%
Table A-22: Traffic intensity from Akaki to Bishoftu No,
1 2 3 4 5 6 7 8 9 10
Year
Car
L/Rover S/Bus
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007
593 721 721 792 979 1310 1418 1384 1223 1964
727 1086 1086 1134 1349 1733 1849 1709 1464 2262
426 858 858 518 714 991 1122 1338 1592 2159
Truck L/Bus S/Truck M/Truck H/Truck & Trailer 430 542 474 463 574 705 729 756 852 890 705 729 756 852 890 519 421 667 998 666 643 547 1067 1283 930 770 498 1374 1339 987 791 485 1531 1413 1156 1149 1081 1847 1665 1737 995 1367 1480 1344 1340 1511 964 2184 1644 2583
Total 4229 6597 6597 5715 7512 9002 9765 11910 10805 15271
Table A-23: Gelan daiyly traffic accident of 2000 E.C Days of Monday Tuesday Wednesday Thurs Friday Saturday Sunday Total the week day Accident 4 4 5 5 4 2 3 27 Number % share 14.81% 14.81% 18.52% 18.52% 14.81% 7.41% 11.11% 100.00%
ͳʹ
Table A-24: Traffic Intensity from Debre Zeit – Mojdo No, Year 1 2 3 4 5 6 7 8 9 10
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007
Truck L/Rover S/Bus L/Bus S/Truck M/Truck H/Truck & Trailer 420 640 523 253 355 358 413 465 368 673 550 343 292 598 546 713 544 712 759 581 771 723 707 771 440 663 531 474 601 729 787 711 919 1269 1120 949 1067 1401 1501 1419 701 1193 827 679 881 981 970 1098 629 1165 715 538 720 829 837 824 762 1203 859 544 433 1120 881 1178 769 1218 1061 815 699 1162 1306 1355 1251 1599 1587 1141 1160 1748 1791 1905
Car
Total 3427 4083 5568 4936 9645 7330 6257 6980 8385 12182
Table A-25: Bishoftu road traffic accidents data indication Years 1997 1998 1999 2000 Total
Death 18 15 17 18 68
Serious body injuries 19 14 12 24 69
Slight body injuries 11 13 4 10 38
Property Damaged 29 41 34 47 151
Total 77 83 67 99 326
Table A-26: Traffic intensity from MOJO – SHASHEMENE Year
Car
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007
46 22 31 57 75 74 100 103 131 131
L/Rover S/Bus L/Bus S/Truck M/Truck H/Truck Truck & Total Trailer 223 233 128 185 122 218 106 1261 196 236 215 115 138 189 97 1208 232 182 102 92 153 222 142 1156 275 224 104 135 178 242 151 1366 250 233 125 192 249 203 138 1465 283 237 121 211 216 245 141 1528 364 291 155 357 234 187 172 1860 298 321 140 299 265 176 166 1768 324 328 186 247 365 231 189 2001 352 381 200 333 346 272 228 2243
TABLE A-27: Traffic data from Modjo to Bulbula Years
Death
Heavy injuries 1996 68 28 1997 80 30 1998 65 36 1999 51 26 2000 73 17 total 337 137 %share 39.83% 16.19%
body Slight injuries 11 5 4 10 23 53 6.26%
ͳʹͺ
body Property Damaged 64 62 45 65 83 319 37.71%
Total
%share
171 177 150 152 196 846 100%
20.21% 20.92% 17.73% 17.97% 23.17% 100.00% 100.00%
Table A-28: Accidents occurred on meki Years 1997 1998 1999 2000 Total
Death 5 6 10 11 32
Heavy body injuries 5 2 5 6 18
Slight body injuries 1 5 0 7 13
Property Damaged 0 9 9 12 30
Total 11 22 24 36 93
Table A-29: Traffic intensity from SHASHEMENE – AWASA Year
Car
L/Rover S/Bus L/Bus S/Truck M/Truck H/Truck Truck & Total Trailer 1998 51 357 280 116 131 80 171 35 1221 1999 29 254 262 139 144 110 169 39 1146 2000 27 281 249 98 134 92 158 54 1093 2001 38 314 265 101 121 142 223 70 1274 2002 59 318 305 92 149 126 157 44 1250 2003 73 373 306 92 193 94 143 40 1314 2004 74 238 267 100 161 278 125 57 1300 2005 92 333 350 152 295 227 144 67 1660 2006 120 305 321 173 252 297 122 57 1647 2007 192 411 444 172 470 285 144 92 2210
Table A-30: Accidents from Arsi Negele to Tukur Wuha (200-2001E.C) Years 2001 2000 Total
Death 24 25 49
Heavy body injuries 34 11 45
Slight body injuries 20 21 41
Property Damaged 47 18 65
Total 125 75 200
Table A-31: Daily accidents from Arsinegele to Tukurwuha Day of the weeks Monday Tuesday Wednesday Thursday Friday Saturday Sunday Total
The injuries amount 21 18 13 23 10 20 20 125
% share 16.80% 14.40% 10.40% 18.40% 8% 16% 16% 100%
Table A-32: Comparison of Traffic Intensity from Akaki to Hawassa Years Akaki Debreziet 1998 4229 1999 6597 2000 6597 2001 5715 2002 7512 2003 9002 2004 9765 2005 11910 2006 10805
to Debreziet Modjo 3427 4083 5568 4936 9645 7330 6257 6980 8385
to Modjo Shashamene 1261 1208 1156 1366 1465 1528 1860 1768 2001 ͳʹͻ
to Shashamene Hawassa 1221 1146 1093 1274 1250 1314 1300 1660 1647
to Total 10138 13034 14414 13291 19872 19174 19182 22318 22838
2007
15271
12182
2243
2210
31906
Table A.33 Modjo traffic status of 2000 E.C Type of accidents
Death
Heavy injury Light injury Property damage Total
Amount of accident 21 9 Percentage share 37.50% 16.07%
8 14.29%
18 32.14%
56 100.00%
Table A-34 Place and Region with their distances R.No Region
1 Oromia
2 Oromi a Modjo 70
Zone, Debrezie Distanc 47 e from A.A (Km)
3 Oromi a Alem 111
4 Oromi a Ziway 161
5 Oromia
6 Oromia
7 Oromia
Addamitul 167
Arsinegel 231
Shashamen 250
8 S/Natio n Hawass 270
Table A- 35. Traffic and roads accidents severity
Dista nce roads in Kms
Aver age
Accident severity
traffic
Sim ple injur y
Prope rty dama ge
unkno wn
intens ity
dea th
Hea vy inju ry
10
7512
130
144
43
178
3
D/Ziet- Mojdo
23
6861
86
60
22
154
0
3
Modjo- Zuway
67
1975
122
80
36
131
17
4
1465
70
39
22
57
0
5
Zuway- Bulbula 50 Bulbulla- Shashamene (Tukurwuha) 66
1442
97
92
41
86
16
6
Hawassa- Dilla
87
629
33
43
31
14
17
7
Shashamene- Dilla
130
630
27
101
17
39
5
8
Sodo Arbaminch
122
285
67
31
53
29
9
632 28. 19
590 26.3 2
265 11.8 1
688
67
30.69
2.99
R. No
Name of sectors
the
1
Dukem-D/ziet
2
Total %
ͳ͵Ͳ
tot al 49 8 32 2 38 6 18 8 33 2 13 8 18 9 18 9 22 42 10 0
% 22. 21 14. 36 17. 22 8.3 9 14. 81 6.1 6 8.4 3 8.4 3 100
Table A- 36: places separated in their traffic intensity and accidents registered The accident severity The roads R. division No name Dukem1 Debreziet D/Ziet 2 Modjo Modjo3 Zuway ZuwayBulbula 4 Bulbulla – Shashame ne (Tukurwu ha) 5 total
Average Distance traffic in km intensity
death
Heavy injury
Light injury
Property damage
unkn own
total
10
7512
130
144
43
178
3
498
23
6861
86
60
22
154
0
322
67
1975
122
80
36
131
17
386
50
1465
70
39
22
57
0
188
% 22. 21 14. 36 17. 22 8.3 9
66
1442
97 632 28.1 9
92 590
41 265
86 688
16 67
332 2242
14. 81 100
26.32
11.81
30.69
2.99
100
%
Table A-37:- Road networks in East Shewa Zone by type and length by Km 1997E.C. .No 1 2 3 4 5 6 7 8 9
District
Asphalt kms Ada’a and Liben 29 Adama 49 Adami Tullu 39 Akaki 14 Boset 50 Dugida Bora 55 Fantalle 41 Gumbichuu 0 Lume 47 Total 324
Gravel kms 63 26 40 0 82 23 43 17 35 329
Rural road KMs 0 0 11 0 0 60 0 0 0 71
Rail road kms 28 28 0 14 33 0 62 0 25 190
Total 120 103 90 28 165 138 146 17 107 914
Source: East Shewa zone Socio-Economic profile, 2006 Table A-38: World wide road traffic fatalities and injuries- 1998 Poor Nations African Americans China Eastern Mediterranean Europe India South-East Asia Western Pacific Wealthy Nation Eastern Mediterranean Europe
Numbers of Fatalities 170,118 125,959 178,894 70,677 106,757 216,859 118,608 41,165 923 66,099 ͳ͵ͳ
Poor Nations African Americans China Eastern Mediterranean Europe India South-East Asia Western Pacific Wealthy Nations Eastern Mediterranean Europe
Numbers of Injuries 6,116,559 4,,410,736 5,384,909 2,533,771 3,213,104 7,203,864 3,997,631 1,432,531 29,979 2,082,321
North American Western Pacific Combined total
49,304 25,330 1,170,694
North American Western Pacific Combined total
1,670,374 772,838 38,848,625
Source: World Health Organization [WHO] Reports of 1998 TableA-39: Distribution of estimated road deaths, motor vehicles and population Region Sub-Saharan Africa Developed World Asia/Pacific
Fataliti es 10% 14% 44%
Motor Vehicles 4% 60% 16%
Disease or Injury Rank 1998 1 Lower respiratory infection 2 HIV/AIDS
Rank 1 2
3 4
Prenatal condition Diarrhea diseases
3 4
5
Univocal Major depression
5
6
Ischemic heart disease
6
7 8 9 10
Cerebra vascular disease Malaria Road traffics Chronic obstructive pulmonary disease Central & Eastern Europe 12% Latin America/Caribbean 13% Middle East/North Africa 7%
7 8 9 10
Populati on 10% 15% 54%
2020 Ischemic heart disease Univocal Major depression Road traffics Cerebra vascular disease Chronic obstructive pulmonary Lower respiratory infections Tuberculosis War Diarrhea diseases HIV/AIDS
6% 14% 2%
7% 8% 5%
Table A-40: Disease Burden of the World (Daly's Lost) for 10 Leading Causes Source: A 5-Year WHO Strategy for Road Traffic Injury Prevention (2001) Table A-41: Sample Sizes of Respondents R.no Location
1
Sample size Pedestrian Cyclist/cart drivers to 40 35
Gelan Bishoftu 2 Bishoftu to 50 Mojdo 3 Modjo to 25 Arsinegele 4 Arsinegele to 26 Tukur Wuha Total 141
Motorcar drivers 40
School children 30
Total Authorities (police) 15 160
30
31
27
20
158
27
20
35
13
120
15
23
41
11
116
107
114
118
74
554
ͳ͵ʹ
Appendix II: Factors that Result in Accident
ͳ͵͵
Appendix III: Figures drawn from Numerical Value data A m o u n to ftra fficin te n sity
Traffic intensity on Gelan to Bishoftu 18000 16000 14000 12000 10000 8000 6000 4000 2000 0 20 06
20 04
20 02
19 98
20 00
Traffic intensity on Gelan to Bishoftu
Ye a r
Fig A-1: Traffic intensity from Gelan to Bishoftu 14000
total number of vehicle
vehicle intensity
12000 10000
total number of vehicle
8000 6000 4000 2000
19 98 19 99 20 00 20 01 20 02 20 03 20 04 20 05 20 06 20 07
0
Years
Fig A-2: Traffic intensity from Bishoftu to Mojjo
2000 a m o u n t
Traffic intensity from Mojjo to Shashamene
1500 1000 500
20 06
20 04
20 02
20 00
0
19 98
V a lu eo fth etra fficn u m b e rs
Traffic intensity from Mojjo to Shashamene 2500
Ye a rs
Fig A-3: Traffic intensity from Mojjo to shashamene
2500 2000 am ount
Traffic intensity from Mojjo to Shashamene
1500 1000 500
20 06
20 04
20 02
20 00
0 19 98
Valueof thetrafficnum bers
Traffic intensity from Mojjo to Shashamene
Ye ars
Fig A-4: Traffic intensity level from Mojjo to Shashamene
ͳ͵Ͷ
2500 2000 intensity
Traffic intensity from shashamene to Hawassa
1500 1000 500
20 06
20 04
20 02
20 00
0
19 98
number of the traffic
Traffic intensity from shashamene to Hawassa
years
Fig A-5: Traffic intensity from shashamene to Hawassa Years 35.00%
2000, 30.37%
30.00% 25.00%
1997, 23.62%
1998, 25.46% 1999, 20.55%
20.00% 15.00% 10.00% 5.00% 0.00% 1997
1998
1999
2000
Fig A-6: Comparison and indication of traffic accidents over four years Yearly Accident Data comparisons 250 200
171
196
177 152
150
150
Yearly Accident Data comparisons
100 50 0 1996
1997
1998
1999
2000
Fig A-7: Yearly accidents occur in these routes Accidents rate from Arsinegele to Tukurwuha 70 60 50 40 30 20 10 0
49
Death
65 45
Heavy body injuries
41
Accidents rate from Arsinegele to Tukurwuha
Slight body injuries
Property Damaged
Fig A-8: Accident severity on road Arsinegel to Tukurwuha
ͳ͵ͷ
Number of traffic intensity
Comparison of the traffic intensity 100000
87403
80000
68793
60000 40000 20000
15856
14115
Modjo to Shashamene
Shashamene to Hawassa
0 Akaki to Debreziet
Debreziet to Modjo
Routes of the study
Fig A-9: Over all traffic intensity from A.A to Hawassa
ͳ͵
Appendix IV: The figures of collision type of vehicles
Fig B-2: Head on collision of vehicles Fig B-3: A victim man in a car accident with his bicycle
Fig B-4: Multi-Collision of truck with taxi
Fig B-5: Turning over of a truck
Fig B-6: Complex traffic intensity on vehicles roads with cattle ͳ͵
Fig B- 7: The turning over of ISUZU with relation to over speed Vehicle in Kumbursa bermuda
Fig B-8 Vehicle crashed thrown on gravel road
Fig B- 9-Animals exposed to Accidents and killed
ͳ͵ͺ
Fig B-10 Vehicles and Animals on the main roads
Fig B-11 Turn over due to over speeding
Fig B-12 Collision regarding the speed of the vehicle at Ude ͳ͵ͻ
Fig B-13 Zigzag type that is obscured from eye sight
Fig B-14 Carts with vehicle roads
Fig B-15 Over loading Beyond Capacity
ͳͶͲ
Fig B-16 Passengers are loaded on lorry/truck vehicle
Fig B-17 Passengers are on loading on trucks/lorry vehicle
Fig B-18 Signs of the roads obscured by plant on Awassa to Dela route
ͳͶͳ
Station wagons
pick up capacity 10 Quintal
ISUZU
Bus people transportation
Heavy load Truck
minibus
Fig B-19: Common vehicles responsible for the commitment of accidents on Gelan to Hawassa routes
ͳͶʹ
