29 minute read
Towards Modernizing Transport
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H.E Dagmawit Moges
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FDRE Minister of Transport
By Staff Writer /ABN/
Transportation infrastructure in Ethiopia has been neglected for decades, but is now apriority of the government of Ethiopia. A large number of roads and railways have been built and are currently under construction. The sector has been playing a crucial role in reducing transaction cost for transporting goods and commodities in different parts of the nations. As part of the service sector, it contributes its own share to the GDP. And there are several stakeholders who are directly or indirectly engaged in the sector to play positive roles for the sector’s development.
Road transport plays a vital role in the efforts to uplift the economy of developing countries. The importance of road transport is more significant in the case of landlocked countries such as Ethiopia because it can be used at the small scale level to satisfy the need for conveying goods and people in a given country or location.
There is a rail transport along the Ethio-Djibouti corridor. As it is not good enough to facilitate transit trade, the role of rail transport is insignificant. The use of rail transport is mainly to transport passengers and small parcels of goods in the corridor. Like the rail transport the air transport in the country does not play a major role to lift up the poor quality of goods transportation especially the transit of import and export goods.
Despite efforts being made by the Federal Government of Ethiopia to develop the transport sector, there are still many challenges that hamper the smooth, efficient and effective transport system across the country. poor organization and management of available transport systems, low capacity of the existing road network and its inefficient use, poor planning and controlling procedures, low road traffic awareness and depraved driver behavior resulted with high accident rates particularly among foot-travelers and children are believed to be the major problems of the sector.
ABN met Dagmawit Moges, FDRE Minister of Transport, and discussed the start of the transport sector in Ethiopia, its development, challenges and the way forward.
ETHIOPIA
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ABN: As Minister of Transport in a country of over 110 million people, how do you describe the transport development and its current status?
Dagmawit Moges: Modern transport sector development in Ethiopia began in the early 1900s especially through the introduction of the first railways transport between Ethiopia and Djibouti and adoption of first motor cars by the then emperor Menelik II. As Ethiopia has vast geographical and natural obstacles, establishment of communication channels via transport channels has been overwhelmingly difficult. The mountainous nature of the land, the numerous rivers and their watershed systems, the diverse climatic conditions varying from all year-round rainy locations to the hottest spot of the world, and so forth have been among the major natural reasons for the low penetration of all-weather roads and other infrastructure amenities.
For so long time, development of such a system traditionally has been considered as a government’s priority task, which hinders the participation of the private sector.The low level of transport infrastructure in Ethiopia was evidenced by the 1991 data which suggested the country had only 13,000 kilometers of all-weather roads. For a vast and naturally diverse country such as Ethiopia, road infrastructure is expected to play leading development role. Yet this low figure which we had, has been among the reasons that we can witness for the low level of economic development of the country, and inability to utilize its untapped natural and manmade development endeavors. Currently, Ethiopia has more than 147,000kms of all-weather road, 890kms of railway line, 690 bus terminals, 301kms of express road, 8 dry ports, 22 standard airports, total inbound logistics rate of 17 million tons of which the dominant portion is transported through road transport as followed by railways.
“Our ten years perspective transport plan (2020-2030) has also identified major goals and targets aiming to expand transportation services both in urban and rural settings.”
The general status of Ethiopia’s transport system is believed to be in low stage of development, especially as far as transport infrastructure and transport service quality is concerned. But the major activities which we had undertaken in the last three years including the adoption of the national transport policy, national logistics policy and strategy, non-motorized transport strategy and so many other related legal and institutional arrangement frameworks are believed to position the sector to lead the right path of development. In addition, the Ministry and its accountable institutions have undertaken series of organization structure, manpower allocation, capacity building and technology related changes and development schemes, which we believe would
significantly boost the infrastructure and transport service provision in such a sustainable, equitable and reliable manner.
ABN: It is obvious that the country has been making attempts to enhance the transport sector in all perspectives, but there is still a long way to go. People are still expressing their dissatisfaction over the transport quality and accessibility. What’s your reflection on this?
Dagmawit Moges: It is obvious that Ethiopia’s transportation system is marked by poor access network, lack of adequate public transport services, continuous increases in transport fees, lack of smooth traffic flow and infrastructure for pedestrians, and a high rate of traffic accidents. Moreover, our transportation system especially in urban localities is affected by parking difficulties, longer commuting due to congestion, low level of public space and old vehicle related environmental pollution.
Just like any other infrastructure amenity such as health and education center, or services such as electricity, water and sewerage and telecom, transportation related challenges are not exceptional in any form of development path. The very nature of development trajectory is associated both with opportunities as well as challenges. For instance, if we take the situation in Addis Ababa, our capital city, over the past two decades tremendous boom in the construction sector has attracted hundreds of thousands of employment seekers from all across the country. And as these people would like to work and stay in the city for different economic and social purposes, there is no doubt that the additional population would require all sort of public amenities including transportation.
Our National Transport Policy envisions to achieve accessible, integrated, customer- oriented, safe and environmentally friendly and globally competitive transportation system. Our ten years perspective transport plan (2020-2030) has also identified major goals and targets aiming to expand transportation services both in urban and rural settings. Among the targets we aimed, increasing the total length of all-weather roads from its current 147,000kms to that of 245,942kms in ten years’ time, introducing nonmotorized transport systems in more than 69 urban centers in Ethiopia, increasing the share of public transport from its current 34% to that of 70% in urban localities, building more than 7 bus rapid lanes (BRTs) and introduction of cable car transport system, increasing the rural roads regular transport service coverage from its current 67% to 100% and decreasing the number of traffic accident fatality rates by half and other related plans would definitely impact the overall accessibility and mobility status of the country.
ABN: Let’s talk about the activities being undertaken in modernizing the transport service sectors.
Dagmawit Moges: The activities which the Ministry undertakes in modernizing the transport service sector are all generally derived from the National Transport Policy and Ten Years Transport Perspective Development Plans.
Modernization of transport services is related directly or indirectly to solving common challenges and problems including bringing technologies and tools that enable the reduction of air pollution, noise and traffic accidents, efficiency improvements, creation of efficient traffic flow and management practices, and those practices which could help us avoid poor integration among transport service providers, misuse of scarce resources, and those practices that technology could bring forward looking solutions through digitalization and concepts emanating from 4th generation industrial revolution outputs.
As far as modernizing the Light Railways System of Addis Ababa (LRT) and the Ethio-Djibouti Railways Line, mush emphasis will be given for all sorts of capacity improvement activities that intend to increase the total passenger and freight movement capacities. Regarding railways for
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passenger movement, we have plans to introduce electronically enabled card buying systems, and install software supported tracking mechanisms, to help passenger get immediate notifications on the whereabouts of the railways. To increase the total freight capacity of the Ethio-Djibouti railways line, series of engineering and capacity related and other safety and security related measures will also be undertaken.
With regards to road transport, several plans and initiatives have already been identified in terms of quality and coverage. In fact, the Ministry through its accountable Federal Transport Authority is now formulating the first ever Road Transport Policy which shall encompass least of potential modernization areas. But basically the institutionalization and extensive application of the contents of the NonMotorized Transport (NMT) Strategy and its related expanse of bicycle and walking transport facilities, introduction and mass utilization of electric driven automobiles and buses, introduction of cable car transport mechanisms both for tourism and transportation purposes, introduction of BRT system and electric enabled bus transportation systems, increasing of the number of public transport buses, introduction of innovative para transit transportation systems for rural localities are just some. Moreover, as Ethiopia is endowed with rich source of navigable rivers and lakes, we have plans to introduce water way transportation systems in more than 7 lakes and rivers, and also have plans to import fluid cargo via the first ever pipeline transport systems.
“We shall have more than 25kms of cable car transport, which plays vital role to boost tourism and transportation activities. At the end of the perspective plan, total international and domestic air transport passenger number will reach around 50 million as compared to the current 10 million.”
As far as Aviation is concerned, the modernization component may include installment of state of art and modern communication systems, introduction of online services, increasing the total foreign exchange earnings via training and related activities, and expansion of modern building and working facilities especially in aviation terminals and airport infrastructure development. As we have plans to increase the number of domestic and international flight passengers’ number, terminal expansion and modernization of terminal related operations through advanced technologies will also be part of the modernization process.
Modernizing the Logistics Sector is probably one of our flagship areas, which we would like to transform its processes, activities and work procedures. As logistics is all about time and cost efficiency and reliability, modernizing the sector could mean improving investments, enhancing inbound import and export and increasing our international competitiveness.
The National Logistics Strategy of Ethiopia (2018-2028) has clearly identified the need of modernizing this sector in such a way to make it a leading enabler for trade and investment in Africa. To realize that improving logistics services by refining the national trade and finance system, establishing well integrated and interfaced transit and customs system, improving logistics service provider’s
efficiency, reducing the monopolistic practices, developing and expanding logistics infrastructure and building up of the logistics sector institutional capacity are among the areas which we have identified basic intervention concerns.
ABN: As a nation the Ethiopian Government has designed a 10-year massive economic plan for all development sectors. So does your Ministry. Can you briefly explain the main elements, outputs, and objectives of this plan?
Dagmawit Moges: The Ten years perspective development plan (2020-2030) of Ethiopia was prepared envisioning to make Ethiopia an African Beacon of Prosperity. The plan is intended to ensure shared prosperity in all its dimensions, where every citizen gets access to it.
For this journey to prosperity to happen, the economy should stay in the high growth trajectory, targeting a 10 percent average GDP growth over the decade. And the GDP share of Agriculture, Manufacturing, Tourism and Mining sectors is expected to increase significantly. As the perspective plan has inclusive and comprehensive goals, we believe it shall bring profound changes in economic, social, administrative and institutional aspects. In doing so, transport and logistics are expected to play leading roles. The Ten years Perspective Development Plan of the Transport Sector (2020-2030) was prepared taking four pillars as its cornerstone that includes, expansion and management of transport infrastructure, effective and integrated transport and logistics services, provision of safe transport services and Institutional capacity building.
The perspective plan, has a number of insightful goals and targets, and to mention few, increasing the total length of all-weather roads from its current 147 thousand to that of 245 thousand, introducing water transport in more than 7 lakes and rivers, building more than 925kms of pipeline infrastructure, increasing the coverage of railways from its current 890kms to that of 4199kms, installing cable car transport and increasing the share of urban mass transport from its current 34% to that of 70% at the end of the decade are just some.
The successful implementation of this plan requires more than 3 trillion Ethiopian Birr. And the Ministry expects the active role and participation of the private sector play its vital roles in the form of joint ventures, PPP and private investment.
The outputs of the plan which we believe, may enhance the overall socio-
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economic status of the nation. Rural accessibility index via road transport will get enhanced. Urban public transport and non-motorized transport options will play the leading position as far as transport provision is concerned. Ethiopia shall access public transport services with all of its neighboring states. Regions will commence the exercise and activity to identify, select, construct and manage their own transport related infrastructures. We shall start passenger and freight transport operations via those selected rivers and lakes including the Grand Renaissance dam. We shall have more than 25kms of cable car transport, which plays vital role to boost tourism and transportation activities. At the end of the perspective plan, total international and domestic air transport passenger number will reach around 50 million as compared to the current 10 million.
Bus Rapid Lanes (BRTs) shall play huge number of roles in realizing mass public transport services in cities like Addis Ababa. And regarding logistics services, the total inbound import and export trade of the country shall reach more than 30 million tons from its current 17 million tons. And the Logistics Performance Index (LPI) of the country will reach 40th from its current 126th. And from those cross-cutting issues, we believe transportation sector shall enjoy the contents of resilient and green infrastructure and services provision, women, the elderly and children shall enjoy the benefits of transportation services, and we shall reduce the traumatic road traffic accidents from its current highest to one of the lowest.
Overall, while implementing all the contents of the perspective plan, we believe the transportation sector shall benefit the society equally and would create linkages and economic integration, supports and speed up the economic development, attain accessible, efficient, integrated, effective and reliable and safe transportation system.
ABN: As a land-locked nation, Ethiopia is searching for options to access seaports in neighboring countries such as Kenya, Somaliland and Eritrea, and has signed agreements to develop ports there. Would you please describe how it’s going? How does this agreement benefit our country mainly in terms of facilitating import-export?
Dagmawit Moges: It is well known that Ethiopia is the largest landlocked population in the world. Though it’s landlocked, luckily Ethiopia is also in a position to access most of the available ports in its neighbors, which makes the country land linked rather than locked. As it is said, Ethiopia has been searching for better options to access seaports in neighboring countries, and of course has signed agreements to develop ports there. So far, the port of Djibouti and Tajoura both in Djibouti, Port Sudan and Berbera port of the Somaliland, have been used by our country to access port facilities, and carry out its own international trade. The Port of Djibouti has been the largest port which we are utilizing for both import and export trade, accounting more than 95% of the bulk.
But yet, as Ethiopia is a big country stretching more than 1000kms both north-south and west-east directions, depending solely on certain port facility would make it difficult to bring trade, enhanced investment and increase import and export trade. As Ethiopia also has diverse natural and geographical settings, the due location of population settlement, spatial distribution of industrial parks and major locations of agricultural, mining and manufacturing hubs and spots need diverse trade corridor to have effective and efficient trade, foreign exchange earnings and trade facilitations.
In our National Logistics Strategy, enhancing the utilization of ports and transit corridors has been identified as one of the methods for establishing an efficient and effective logistics systems. Hence, the strategy suggests, it’s desirable to increase the utilization rate of existing corridors and have alternative/additional corridors through well-established agreements with neighboring countries.
So based on this notion, Ethiopia has continued its effort to establish agreements with port owning states, so as to help us diversity our access to port facilities. The process of adopting agreements and utilizing the services offered may need several evaluations, as to identify which port is providing better and reliable services and of
course with a competitive price and technological applications. In addition, as we chose any port facility, the issue of road and rail infrastructure, the presence or absence of warehouse facility and dry ports should also be considered. Moreover, as we choose any port facility, we also check the peace and stability of that offering state, which is a basic requirement to select and utilize the port facility it has. As Ethiopia has now plans to expand its manufacturing and agricultural outputs and as we have plans to increase the GDP share of the mining sector too, the need to have specialized port diversification may directly or indirectly depends on these and other related socio-economic parameters and indicators.
ABN: What major changes have been carried out at the Ministry Headquarters since the introduction of the national REFORM? (In terms of structure, resources, project management, etc.)
Dagmawit Moges: The Ministry of Transport was formerly established to supervise transport, postal and communication services in the centralized manner. The historical chronology of the Ministry has been associated with the merge and dismantle of the sector with postal and communication services. But as of now the Ministry of Transport is an independent executive organ of the Federal Government which has mandates related to ensuring the integration, efficiency and accessibility of transportation services; preparing of sector based priority plans; ensuring the establishment and implementation of regulatory frameworks to guarantee the provision of reliable and safe transport services; regulate transit services related to import and export of goods; and ensure that the national logistic system is efficient and competitive; and investigate aircraft accidents and other related duties.
Over the past three years, since the introduction of the national reform, the Ministry has undertaken series of steps related to organizational structure and mandate, manpower allocation and development, ergonomic office layout improvement and enhancement of working conditions, enabling ICT based service systems and so forth.
During this reform period, the National Transport Policy was finalized and put into effect; In addition, 4 sector policies are being prepared and more than
10 strategies and guidelines have been implemented in the road and transport sectors, including National Logistics Policy and Strategy, National Non-Motorized Transport Strategy.
In terms of structure, the Ministry was able to reorganize its organizational structure and hence it has now three sector specific state Ministers under the Minister. In addition, each state minister has its own sector specific bureaus and directorates. The Ministry has also more than 12 support unit directorates. As the Ministry has 10 accountable institutions, the basic philosophy of the Ministry’s organizational structure emanates from the basic themes of road infrastructure, roads transport services, maritime and logistics, railways infrastructure and services as well as aviation.
The ministry has short span of control of its directorates, and bureau heads and directors are empowered to exercise and execute any decision related matters. Moreover, the gender balance of bureau heads is now 50/50, showing the Ministry’s due attention to gender balanced decision-making practices. The Ministry and its accountable institutions has more than 13000 temporary and permanent employees.
ABN: The main challenges in project management in the Ministry is said to be lack of sound project monitoring and evaluation. If so, what corrective actions are
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designed to be taken to effectively and efficiently complete projects in the sector?
Dagmawit Moges: The National Transport Policy of Ethiopia states that developing human resource is important for the proper execution of the Transport Policy. Taking the vastness of the sector and the number of human resources the sector absorbs, it has become important to treat human resource development under a separate section. Unless the sector is supported by human resource development, it will be hardly possible to meet targets and attain goals. Therefore, it is believed that not for the general project management, but for the entire transformation of the sector, the most important tool that we shall utilize is our human resource that we need to work on bringing detailed capacity building activities tailored to the respective professions. Regarding project management specifically, it is well known that the Ministry of Transport is responsible for the effective implementation of dozens of transport infrastructure and
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service-related projects. For instance, for this 2013 Ethiopian budget year alone, the total budget allocated for the roads infrastructure and maintenance projects is around 61 billion birr which is nearly 13% of the total government budget allocation. It is believed that unless the Ministry has a strong project monitoring, support and evaluation team, it would hardly possible to bring project efficiency both in time and cost. In addition, as we are seeking to bring sustainable, green, resilient and socio-economically robust infrastructure developments, it would also be difficult to consider the success of any project without valuing these interrelated indicators. Furthermore, as we have lots of strategic interventions, goals and targets in our ten years perspective development plan, the Ministry requires a well advanced, well equipped and of course has clear cut mandates in the aspects of project planning, monitoring, support and evaluation endeavors. Hence, the Ministry has now completed an organizational arrangement study to lead these related activities under a bureau.
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Formerly the Ministry has a plan, budgeting monitoring and evaluation directorate with few professionals in it. But the new bureau will be equipped with sufficient professionals and resources, and will amalgamate related directorate activities such as policy formulation and monitoring, Plan preparation and budgeting, project monitoring, support and evaluation, Change Management and international and regional agreements coordinating unit. Establishing this bureau is believed to bring significant results in the planning, project monitoring and evaluation activities, which we trust may further strengthen the Ministry’s execution and regulatory capacity.
In addition to creating a robust institutional framework, the Ministry is now establishing a data warehouse within itself and Ethiopian Roads Authority, which we believe may ease the project monitoring and evaluation activities that may equip us with better data, scientific analysis, and accessing real time data of projects undertaken.
ABN: Speaking of the green economy or environmental protection, what does the Ministry intend to incorporate in its program to achieve the national and global protocol in environmental protection endeavors?
Dagmawit Moges: Ethiopia has been a leader on climate change action in Africa and amongst developing nations across the world. Ethiopia is now more than committed to tackle climate change through transformative economic development approach that focuses on low-carbon growth and green economy driven by sustainability.
One could simply observe this commitment by the actions that we have been implementing in recent years. Starting from the recent more than 9 billion trees planting campaigns in just two years, till the study and implementation of the national Climate Resilient Green Economy (CRGE) Strategy document and Transport sector’s own CRGE strategy document, all aimed to realize a more sustainable, resilient and green Ethiopia. The transport sector’s CRGE strategy was also formulated very recently in 2018, with the overall focus and objective aimed to support the creation of an affordable, integrated, safe, responsive and sustainable
transport system that enhances the environmental, economic, social and cultural wellbeing of Ethiopia’s population. The strategy’s focus is on reducing exposure of human health, safety and the environment to the negative impacts of transport pollution; and reducing GHGs from the country’s transport network. Based on this framework the Ministry of Transport and the Federal government has been engaged in various activities to tailor and implement those forwardlooking initiatives and targets set in both the national and transport sector CRGE strategy documents.
“We should also end the belief that traffic accident and its related death is unavoidable, which we can avoid through campaigns, learnings, institutional arrangements, enforcements, engineering, and enhancement of post-crash cares.”
Strengthening the transport sector’s resilience by improving overall system in planning, implementation, coordination and efficacy, making the sector more robust and adaptive in the face of climate risks and vulnerabilities has been the priority agendas and tasks of the ministry and its responsible accountable institutions. This continued commitment has been reflected again while preparing our National Transport Policy document, Non-Motorized Transport Strategy and even our ten years Transport sector’s ten years perspective development plan.
Our national transport policy, which becomes operational, few months ago, has highlighted the transport sector’s strong bind and considerations towards safeguarding and protecting the natural environment. Some of the strategies formulated in the policy paper may include; rehabilitation of forests affected during the construction of transport infrastructure, strengthening environmental impact assessments prior to construction, preparation of transport standards in compliance with the CRGE strategy contents, encouraging the provision of transport services operating using renewable energy sources, put in place a sub policy to determine the maximum operating life of imported vehicle and support the private sector to engage in automotive industry to setup assembly units.
Besides the policy formulation and implementation, in line with the CRGE strategic documents; we have now implemented the ten years perspective transport sector plan which envisages to increase the transport infrastructure network of the country and advance transport operations.
Among the targets set out;
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● Increasing the total electrified railway length from its current 890 kms to that of 4,199kms; ● Introduction of Non-motorized transport systems such as walking and cycling to Ethiopia’s 69 urban centers with population of above 50,000; ● Construction of additional 1,650 kilometers of express ways, which significantly improve efficient transport connectivity, that hugely reduces fuel expense and related emission levels; ● We have envisaged to increase the rate of urban mass transit from its current 34% to that of 70%, which is expected to reduce the high influx of small vehicles in urban centers; ● In addition to the current ongoing BRT project, Addis Ababa city will have more than 7 BRT lanes in the coming years; ● Increase the capacity of Addis Ababa’s LRT passenger number from its current 75,000 passengers/day to that of 200,000/day
In doing all these, in the coming years, we have envisaged to reduce Green House Gases emitted from the transport sector from 41 million tons of CO2 equivalent to that of 27.8 million tons of CO2 equivalent. And in doing so, we believe we are in the right path of both national and global protocols in environmental protection endeavors.
ABN: Briefly tell us about how the Vehicle Free Road ’and “endersalen” and “pagumen to pagumen”was initiated and its impact on safety and health?
Dagmawit Moges: The “endersalen” and “pagumen to pagumen” campaigns are generally started with the general notion that leading a decent lifestyle in our cities and towns relies on how far we bring the attention of using our streets for peoples’ need rather than allocating the greatest share of land for motorized transport modes. Besides, the Ministry strongly believes that no one should die from traffic accidents that we simply could avoid.
Residents of Addis Ababa and other Ethiopian towns should have a voice when it comes to transportation services, and safety concerns, especially those non-motorized ones such as cycling and walking. We should end all attitudes, ill practices and actions that so far gave much attention to streets for vehicles, just at the expense of all non-motorized city residents. We should also end the belief that traffic accident and its related death is unavoidable, which we can avoid through campaigns, learnings, institutional arrangements, enforcements, engineering, and enhancement of postcrash cares.
We chose safe and comfortable and socializing roads for people, not because we do not like vehicles, rather its giving priority to humanity’s evolving desire to live in a well-connected, healthy, safe and green cities. Streets has to serve the growing urban population demand. As cities are getting concrete jungles than any time before, the desire to bring open spaces and streets for leisure, sports and socialization activities is becoming a new norm. And of course, this is the right norm we should follow and act, as a human being who needs strong connections with natural settings and environments. And of course, connecting with nature asks a more natural oriented modes of transport; cycling and walking.
One great lesson we learnt during this COVID Pandemic season is, having non-motorized transport alternatives and provision of decent public transport is not only a matter of demand and supply of transport services, rather it is even a tool to shape up our health practices. As Ethiopia favors prevention of diseases than cure, one great way to reduce the aftermath of such kinds of pandemic, is to provide decent and healthy mode of transportation to our public. If we have enough pedestrian ways, cycle lanes and plenty of decent public transport modes, then it is easy to reduce the vulnerability rates of the pandemic among city dwellers.
We have witnessed a surge of walking as a mode of transport during this pandemic. Due to shortage of public transport facilities, following the reduction of passenger numbers per vehicle, we have witnessed a significant portion of urban residents especially in Addis, started walking as an additional mode of transport. Although near to 60-70% of the city’s residents uses walking as a form of transport in normal days, yet the city has scarce amount of complete pedestrian routes with good amenities to serve easy walking practices. Our ministry and the city government have learnt the importance of this mode of transport.
Due to this the Addis Ababa city government has now planned to construct hundreds of kilometers of descent pedestrian and cycle ways in the coming three years. Besides, our Ministry has planned to make each last Sunday of the month as day of non-motorized transport practices that eventually change the attitude of the public regarding street use and non-motorized transport practices.
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Ethiopian urban residents should be well aware of the benefits of non-motorized transport practices, and call upon investors and donors to collaborate with us to support and engage in this vibrant initiative. Investors should be encouraged to bring or assemble
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low-cost cycles, and engage in public transport modalities that uses renewable energy sources.
High level government officials, city mayors, regional heads and those concerned planning stakeholders, should come together and really work hard to reduce urban congestion and pollution and bring the benefits of non-motorized transportation that enhances mobility and accessibility in our cities and towns too.
The only best way to enhance transit in our urban centers from now on is to bring sustainable mobility practices. Sustainable transport practices such as walking, cycling, and other related activities are good enough to become sustainable because they are pollution free, easy, economic and accessible to any urban resident.
And the “endersalen” campaign as the word itself tells, speed is the detrimental reason for most of traffic accidents and its related aftermaths in Ethiopia. Although Ethiopia has the smallest vehicle number of around 1.2 million as compared to other populous nations of its equivalent, yet traffic accident in the country is one of the highest. Over the past years near to 4000 people have been dying annually with this avoidable atrocity. Our roads condition, low level of drivers training, enforcement capacity related challenges, and above all speedy driving have been the reasons behind this outrage. The Ministry of transport believing the dire socio-economic consequences of this increasing accident rate, has formulated and activated several actions and initiatives especially in the past three years, which we believe may reduce the fatality trends.
Among the major activities done apart from street “endersalen” campaigns and related events, for instance, the process of acceding to UN Road Safety Conventions and ratifying the African Road Safety Charter have been initiated; a strategy for enhanced financing of road safety is being developed; and the framework for the National Road Safety Commission, which is envisaged to be operational in the near future, has been developed. The Commission will strengthen the enforcement of existing rules, regulations, and laws and ensure consistency in their application across the country.
In addition, Ethiopia has introduced changes in taxation of imported vehicles. In this regard, newer vehicles that meet the required UN safer standards fall in lower tax brackets than older ones that do not meet these standards. The Federal Transport Authority has also initiated the installation of speed limiters in heavy and public transport vehicles. The Ministry of Transport is reviewing the existing road safety related laws and regulation, which shall be updated during 2021. The road safety related training and educational programs have commenced to enhance the technical skills of the relevant stakeholders. At national level the road safety sensitization programs are conducted regularly using mass media for the road safety awareness campaigns.
ABN: What’s your vision in the nation’s transport sector?
We are envisioning a transport sector that competently contributes to enhance economic development, realizing a convenient, efficient and safe transport system and ensuring an accessible, reliable equitable and efficient transport infrastructure development and operations.
