TRANSPORT SURVEY REPORT ADABA ROAD AUTHORITY

TABLE OF CONTENTS

Chapter Description Page

ABBREVIATIONS AND ACRONYMS 2

1. INTRODUCTION 3

1.1 Project Background 3

1.2 Objectives and Scope of the EFS Study 4

1.3 Approach and Methodology 5

1.3.1 Origin-Destination (O-D) Survey6
1.3.2 Axle Load Measurements 7
1.3.3 Traffic Count Surveys 7

1.4 Transport Survey 8

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ABBREVIATIONS AND ACRONYMS

e.g. For example

GTP Growth and Transformation Plan

Km Kilometre

m metre

mm millimetre

NRS National Regional State

ONRS Oromia National Regional State

ORA Oromia Road Authority

ROW Right-of-Way

TS Transport Survey

URRAP Universal Rural Road Authority

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1. INTRODUCTION

1.1 Project Background

Expansion of road access in the country is strongly included in the Government’s strategic
Growth and Transformation Plan (GTP), which is also directly linked to the five years strategic
Plan especially Road Sector Development Programme, URRAP. The GTP (2010-2015)
embodies targets to improve the condition, integration and reach of the road network and
includes an ambitious rural access expansion programme.

The URRAP includes a major investment in Aanaa and Gandas access roads under the Road and
Transport infrastructure development in the coming five year. The objective of URRAP is to
connect all Gandas by constructing roads of a standard that provides all-weather, year round
access, meets the needs of the rural communities, and is affordable and maintainable. URRAP is
designed to improve rural livelihoods by reducing isolation for rural populations and to provide year
round access to their markets, social and other services.

URRAP is a practical programme targeting the construction of some 29,433km of estimated new
all weather access roads and upgrading of some 13,165 km existing Gandas access roads to all
weather standards. The programme will maximise use of one of the country’s least expensive and
most abundant resources – labour – as well as naturally occurring local road construction
materials. Construction methods and Road works implemented under the programme will be
predominantly labour or intermediate equipment based. Effective cost solutions and affordable
cost estimation approach for whole life cost will be used to achieve all weather access.

The average road density of Oromia is about 36.7km per 1000 square kilometres. This is lower
than the average road density of 44.3km per 1000 square kilometre of Ethiopia and for sub-
Saharan African countries. Similarly, the road density per 1000 population of 0.48km is also
low. The Rural Access Index, RAI, which measures the number of rural people who live within
two kilometres of an all- weather road (typically equivalent to a walk of 30-45 minutes) as a
proportion of the total rural population, is on average 27.5% for the Region.

In accordance with the above and under its overall road sector strategy, the Oromia,
represented by 265 Rural Aanaa Administration, has allocated a budget to finance payments
for consultancy services for the design and supervision of Centre of Gandas access roads.

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Accordingly, Oromia Road Authority (ORA) assigned SAMADOR Consulting Engineers P.L.C
to give Consultancy Services for detailed engineering design and supervision of Gandas
access roads at Adaba and Dodola Aanaa. The main objectives of the Consultancy Services
are to:

I. Assist the Aanaa in road network planning and formulation and development of the
road improvement project;
II. Preliminary Design of the road and evaluation of improvement options, including
Environmental and Social Impact Assessment and associated Mitigation Measures and
Complimentary Interventions;
III. Project implementation management of the first phase of construction by the local
community (labour based clearing, grubbing , ditch works, channel excavation and
levelling);
IV. Detailed Engineering Design of additional works to be undertaken by Contract
V. Contract management and supervision of the road construction operation by the
contractor.

ORA has entrusted the SAMADOR Consulting Engineers Plc. to provide the above-mentioned
Consultancy Services for the road project. Therefore, SAMADOR Consulting Engineers Plc.
(the Consultant) signed the contract agreement with ORA (the Client) on September 2015. As
per the requirements of the Terms of Reference, the Consultant is expected to assess the
existing transport pattern, available facility, vehicle and service, accessibility problem and latent
demand for mobility in the route. Accordingly, the Consultant has carried out transport survey
(TS) for the road project at Adaba. This is a report, which presents the main findings of the TS.

1.2 Objectives and Scope of the EFS Study

The main objective of this TS is to investigate the current transport system and flow of the
envisaged Bucha Raya-Alaba sire road project. For adequate geometric design and pavement
design, it is important to see the existing transport pattern, available facility, vehicle and
service, accessibility problem and latent demand for mobility in the route.

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FIGURE 1: PROJECT LOCATION MAP

Bucha Raya

Alaba Sire

1.3 Approach and Methodology

For assessing base year traffic level and composition, the following traffic surveys were
proposed in the Terms of Reference (TOR).

a) Traffic Count Surveys – one each on the following three sections for three days.

 Adaba-Terefa
b) Origin-Destination (O-D) Traffic Surveys at appropriate locations
c) Axle Load Surveys

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Out of the three surveys mentioned above, the consultant has carried out traffic counts. The
reasons for not organizing O-D traffic surveys and axle load surveys are as under.

1.3.1 Origin-Destination (O-D) Survey

Interviews will be conducted throughout the survey period and the interviewers must not stop
during this period unless explicitly told to do so or are relieved by another interviewer. In
exceptional circumstances, it may be necessary to stop interviews for a short period but the
accompanying traffic count must continue.

The police officer on duty must direct vehicles to the survey point. The positions of the
interviewers will be spaced along the survey station on the drivers' side and they will signal to
the driver where he/she should stop. The interviewer will then speak to the driver and give a
brief explanation of the survey and explain that they would like to ask a few questions about
their journey, e.g. 'Good morning. We are conducting a survey on behalf of the Government of
Ethiopia. I would like to ask you a few questions about the journey which you are making.') The
interviewer will then complete the survey form according to the instructions in the following
section. When the interview is complete, the interviewer will thank the driver for their help and
allow them to continue their journey.

Interviewers have a tendency to step backwards on completion of the interview. This is

potentially dangerous as traffic may be passing behind the interviewer and extreme caution
must be taken at all times.

While the interviewers are conducting interviews, the police officer will direct any other vehicle
to wait until an interviewer is available.

From time to time, a driver may refuse to be interviewed. In this case, the interviewer should
remain polite and allow them to leave the survey station as soon as it is safe to do so.

The relief interviewer or supervisor will be responsible for collecting forms from the interviewers
and placing them in the envelopes marked with the details of the survey station. The following
information must be marked on each envelope:

- station number
- survey direction
- date

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- observations e.g. missing forms, unforeseen time periods, unexpected occurrences etc.

It is particularly important in the OD surveys to ensure that a vehicle is registered in the same
time by both the enumerators and the interviewers.

The O-D surveys are normally conducted to estimate the extent of traffic diversion from
alternative routes. Most of the road projects planned to be constructed are just to access the
rural Gandas to the main road or town i.e. no diverted traffic. Hence, the Origin – Destination
(O-D) interview is not conducted.

1.3.2 Axle Load Measurements

The objective of the axle-load surveys is to obtain reliable estimates of the axle-loading of
medium to heavy vehicles on the study road. This information is important to both the economic
evaluation and the design of the study road.

Survey teams will consist of three persons plus one police officer to direct traffic. A suitable
vehicle will be required to transport the survey staff and the axle-load weighing equipment.

Some time must be allowed prior to survey commencement to set up the equipment. The weigh
pads should be located on level ground on one side of the road where there is adequate for
non-surveyed vehicles to pass safely. The weigh pads should be level and parallel such that
vehicles approach them at a right angle. The ramps on either side of the weigh pads should
also be carefully aligned.

According to TOR, the consultant is not expected to carry out axle load survey unless
specifically required by the client. Rather it recommends to use existing data from weight
stations in the project area or other historical data on axle load.

1.3.3 Traffic Count Surveys

The traffic counts were conducted for 3 days – 12-hour manual count. Along with the traffic
count of motorized vehicles, counting of non-motorized vehicles (pedestrians, animals and
animal carts) was organized at these locations. For normal traffic, the 3-day 12-hr principal
classified traffic counts were undertaken in both directions along the road projects. The traffic
count format will be indicated in the Appendix.

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Classified traffic counts will enable a more precise estimate of benefits since vehicle incur
different operating costs according to size and type. The traffic counts will be used to estimate
future traffic based on forecast growth rates.

1.4 Transport Survey

The majority of population living in the project area mainly uses non motorized traditional
means of transport and walk on foot longer distances. The common transportation systems
used along the project area are animal drawn carts and domestic animals (Horse, Donkey, and
Mule). The community commonly use Horses as means transport. According to the traffic
count, considerable number traffic flow was observed. Photo 1.3.1- Photo 1.3.4 shows
transportation modes available in the project areas. The main cause for the transportation
problem is lack of adequate accessible roads in the Aanaa. It is familiar to see female carrying
their property in their back. Besides the community transport patients to the hospital by carrying
them on a traditional bed. The latent need for mobility in the route corridor is apparent and the
nature of traffic is unfavourable; with the cost being higher, 6 to 10 birr to travel less than 5km
using traditional way of transport. The construction of these roads may trigger modern mode
transportation for the community. The construction of these roads may trigger modern mode
transportation for the community with its own basic advantages.

Photos Depicting Examples of Existing transport system

Photo 1.4.A: Horses used as a means of Photo 1.4.B: Donkey used for means of transporting
transportation system at Bucha-Wege goods and horse used for transporting people.

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ANNEX

1. CLASSIFIED TRAFFIC COUNT SURVEY FORM

MOTORISED VEHICLE COUNT FORM DATE

DAY
LOCATION DIRECTION NIGHT

TOTAL
Cars 4WD Station- S/Buses L/Buses S/Trucks M/Truck H/Truck Truck & Trailer
Wagons and
Pickups
Time

≤ 15 Se >15 Seat ≤ 3.5 Tons 3.5 - 7.5 Tons 7.5 - 12 Tons 7.5 - 12 Tons

ts

12-1

1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9-10
10-11
11-12
TOTAL

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TWO-WHEEL & NON-

DATE
MOTORISEDVEHICLE COUNT FORM

DAY
LOCATION DIRECTION NIGHT

Hand cart,Amimal Drawn

Time Motor cycle Bicycle Animal Cart Pack Animal Pedestrians Total
cart

12-1

1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9-10
10-11
11-12
TOTAL

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