DOCSLIB.ORG

World Bank Document

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Inv I l i RNE S Tl RI ECTr r LULIPYi~iIriReport No. AF-60a I.1 Public Disclosure Authorized This report was prepared for use within the Bank and its affiliated orgonizations. TThey do not accept responsibility for itg accuracy or completeness. The report may not be published nor marj it be quoted as representingr their views.' TNTPRNATTCkNL BANK FOR RECONSTRUCTION-AND DEVELOPMENT INTERNATIONAL DEVELOPMENT. ASSOCIATION Public Disclosure Authorized THE ECONOMY OF ETHIOPIA (in five volumes) Itrf"%T TT'KXL' TTT -V %J..JAULJLV.L;& ".L.L TRANSPORTATION Public Disclosure Authorized August 31, 1967 Public Disclosure Authorized Africa Department CURRENCY EQUIVALENTS Unit - Ethiopian dollar (Eth$) US$1. 00 Eth$Z.50 T. 1,-.1 nn - TTChn AA METRIC SYSTEM 1 meter (m) = 39. 37 inches 1 kilometer (km) = 0. 62 miles 1 hectare (ha) = 2.471 acres 1 square k4lot-neter = 0.38 square m0iles TIME The Ethiopian calender year (EC) runs from September 11 to September 10. Moreover, there is a difference of about 7-3/4 years between the Gregorian and the Ethiopian era. For intance, 1959 EC runs froM. September 11, 1966 to September 10, 1967. Most of the official Ethiopian statistics on national accounts, production, and foreign trade are converted to the Gregorian calender. Throughout the report the Gregorian calender is used. The Ethiopian budget year begins on July 8. For example, Ethiopian budget year 1959 runs from July 8, 1966 to July 7, 1967. In the report this year is referred to as budget year 1966/67. ECONOMY OF ETHIOPIA VOLUME III TRANSPOITATION This- repointW+. i hbased orn +he findings of1 2 mTisionn in rnvemher- December 1966 to Ethiopia composed of Messrs. David Kochav (Ghief of Missior. - T~R,RTPn) TD,fin TiJmnl (TlRPn)l .Jorgcn R Lotz (Ilg), Willem Tiaane (IBRD), Sei-Young Park (IBRD), Stuard M. Taylor (FAO), Ann4 bal V; 1 1ela (IBRD3) , and T . El.wyng. I,i 1 am.S (FAO Consultant). Volume III has been prepared by Mr. Sei-Young Park. TABIE OF CONTENTS Page No. I. INTRODUCTION 1 II. PROBLEMS OF TRANSPORT POLICY 2 A. Transport Investment and Economic Development 2 B. Transport Coordination 3 a. Investment Coordination 3 b. Regulatlon of Transport Operations 4 c. Road User Charges 5 III. ROADS 7 A. Recent Developments of Road System 7 B. Adninistration of Roads 8 C. Road Transport Industry 10 D. Review of Road Investment Plan 12 IV. RAILWAYS 17 A. Railways' Place in Ethiopian Economy 17 B. Investment Requirements for Railways 18 V. PORTS 19 A. The Port Development Policy 19 B. Administration of Ports 21 C. Port Investment Requirements 23 VI. CIVIL AVIATION 23 A.. freneral 23 B Domestic Airports 25 C. Administration of Civil Aviation 26 D. Operations of Ethiopian Airlines 27 ANNE MAP TABLES Tabl e 1 - National Road Svstem. 19q7/58-1966/67 Table 2 - IHA Expenditures on Roads, 1957/58-1965/66 Tabhl 3 - anovenrnment Capita.nl rudget- 1903/6L,-1966/67 Table 4 - Motor Fuel Consumption, 1958/59-1965166 Table 5 - VMt.rn.Uehincles in Circulatinn, l962-1Q6 Table of Contents -2- Table 6 - Average Daily Vehicle-Kilometers, 1953/5h-1965/66 Table 7 - Tentative Road Investment Proeram. 1967/68-1971/72 Table 8 - Revenues and Expenditures of Ports, 1960/61-1965/66 Table 9 - Traffic Through Port of Assab. 1960/61-1965/66 Table 10 - Traffic through Port of Massawa, l960/61-1965/66 Table 11 - Pronosed Purcnhase of EqPiipment for Massawa and Assab Ports Table 12 - Ethiopian Airlines, Operating Statistics, 1956-1965 Tahle 13 - a-iAEthiopia_n inn Finbnpin1 n StatiStiGS; 1956-1965 Table 14 - Port of Djibouti, Traffic Statistics 1958-1965 I. INTRODUCTION 1. Ethiopia lies between 3½< and 18° N latitude and 33 and 480 E longi- tude in East Afrina. Before Eritre a wa federated in 1952; Ethionia was an inland country. The main outlet to the Red Sea was through the French Somali- anad nort. Dbibonti The dtio br'h1. to Ethiopia the 1000 km coazt- line of Eritrea with the ports of Massawa and Assab. 2. The large size of the country -- 1,220,000 kM2 , twice the size of France -- and the difficult opographical coni4tions make provisionr of adequate transport facilities difficult and costly. Between the lowland in the eastern half of the country which slopes toward the Red Sea .ad the So 1- Republ c and the high plateaus in the west, a high wall rises abruptly and precipitously Sep-arating the two regions. Thue road fro MUAddi Ababa to ALsm-ara ascer.ds -ad descends the escarpment at several difficult places. At only two points along the wall separatin the -westerrn plateaus from tWhe eastern lowlan.ds (between Massawa and Asmara and between Nazreth and Addis Ababa, where there is a break' in the line of escarpm,ent) has it been possible to cor.swruct railways wtich give access to the plateaus. 3. The backbone of the transport system of the country is roads, supple- mented by railways and air transport. Inland water transport is not impoi-tant as the rivers are for the most part unnavigable. The road system consist3 of about 6100 km of all-weather roads, of which 1900 Xm are asphalt paved, maintained by the Imperial Highway Authority, and over 16,000 km of unimproved roads. A considerable part of the present road system wvas built by the Italians during their occupation from 1936 to 1941. But due to neglect until the early 1950's, a large part had to be rebuilt; in this operation the etnkis three loans played an important role. The roads built during the Italian occupation were mainly for military requirements, and the alignment and standards are not always suitable for present economic development. The difficult mountain terrain, together with the special climatic problems arising from the alternating extremely wet and dry seasons, present a formidable maintenance problem. h. There are two railways in Ethiopia. The 781 km single track meter- gauge line from Addis Ababa to Djibouti in French Somaliland, completed in 1917. is operated by the Franco-Ethiopian Railways Company. The 306 km railway from the Massawa port to Asmara and Agordat, in Eritrea, is operated oy the Govern- ment. The latter railway has a much steeper gradient, as it climbs 2300 m in about 80 km. 5. Since the construction of the port of Assab, completed in 1961, there has been a three-way split in external trade of Ethiopia between lassawa, Assab and Djibouti. The present trend, however, is to develop the Eritreal ports, particularly Assab, in preference to the French-controlled port of Djibouti. 6. The mountainous nature of the country and the relatively under- developed overland transport facilities give special importance to internal air transport. There are about 50 airports and landing strips. Ethiopian Airlines, government-owned and established in 1945, operates regular services to about 30 domestic airports, many of which, however, are closed during part of the rainy season. 7. During the past 10 to 15 years the Goveniment has made great efforts to expand and improve the country's transport facilities. The investment program was mainly concentrated in highwav construction and in building a new deep-water port at Assab. The length of all-weather roads has more than doubled during the past 10 years. The road progrnm w2S mainly devoted to primary road construction; relatively little was done with regard to mainte- nance of t-he road system and provi-sion of secondaj and feeder roads. II. PROBLEMS OF TRANSPORT POLICY A. Transport Investment and Economic Development 8. Ethiopia is potentially a very rich country. The fertile soil and the livestock potentials could be the envy o maniy less favorably endowe4 countries. On the other hand, the country, as discussed in the main volume oL this report, nas many unusually difficult problems which must be overcomLe if the rich economic resources are to be exploited. Inadequate transport therefore is but one of the problems which are holding back the progress of the social economy; tackling the transportation problem in isolation is not likely to lead to a satisfactory improvement of the economic conditions of the country. 9. There are countries where the transport problem poses virtually the only major constraint to development, where other econorriic needs are fli:Led by public investments or are met by the private sector. Examples are the nineteenth century United States, present-day Mexico and possibly Thailalnd, where provision of transport facilities may be expected to induce private initiative for economic improvement. Ethiopia today, unfortunately, is nlot one of these cases. 10. The task before the Government is not simply to eliminate one major bottleneck but to attempt a simultaneous assault on the multitude of problems that are hindering the development of its economy. The Government, dealiUng with many problems at once, needs well-coordinated action to distribute wisely its human and material resources rather than concentrate all available re- sources in one sector. 11. Until recently, the policy of the Government appears to have been to devote the greater part of its available resources to the provision of trans- portation facilities, particularly in road construction. The major portion of the Gfovernment's develonment finds has been directed to road construction while requirements of other sectors of the economy are rather inadequately met. Gonnneqiuently, the existing rapacities of the road facilities are urLder- - 3 - utilized. With few exceptions, the daily traffic volumes on all-weather' roads which have been imoroved during the past decade are far below 100 vehicles with no clear indication of increase. 12. The Mission is convinced that to make investments in transportation effective in stimulating economic developnmnt.
Recommended publications
  • AMHARA REGION : Who Does What Where (3W) (As of 13 February 2013)

    AMHARA REGION : Who Does What Where (3W) (As of 13 February 2013)

    AMHARA REGION : Who Does What Where (3W) (as of 13 February 2013) Tigray Tigray Interventions/Projects at Woreda Level Afar Amhara ERCS: Lay Gayint: Beneshangul Gumu / Dire Dawa Plan Int.: Addis Ababa Hareri Save the fk Save the Save the df d/k/ CARE:f k Save the Children:f Gambela Save the Oromia Children: Children:f Children: Somali FHI: Welthungerhilfe: SNNPR j j Children:l lf/k / Oxfam GB:af ACF: ACF: Save the Save the af/k af/k Save the df Save the Save the Tach Gayint: Children:f Children: Children:fj Children:l Children: l FHI:l/k MSF Holand:f/ ! kj CARE: k Save the Children:f ! FHI:lf/k Oxfam GB: a Tselemt Save the Childrenf: j Addi Dessie Zuria: WVE: Arekay dlfk Tsegede ! Beyeda Concern:î l/ Mirab ! Concern:/ Welthungerhilfe:k Save the Children: Armacho f/k Debark Save the Children:fj Kelela: Welthungerhilfe: ! / Tach Abergele CRS: ak Save the Children:fj ! Armacho ! FHI: Save the l/k Save thef Dabat Janamora Legambo: Children:dfkj Children: ! Plan Int.:d/ j WVE: Concern: GOAL: Save the Children: dlfk Sahla k/ a / f ! ! Save the ! Lay Metema North Ziquala Children:fkj Armacho Wegera ACF: Save the Children: Tenta: ! k f Gonder ! Wag WVE: Plan Int.: / Concern: Save the dlfk Himra d k/ a WVE: ! Children: f Sekota GOAL: dlf Save the Children: Concern: Save the / ! Save: f/k Chilga ! a/ j East Children:f West ! Belesa FHI:l Save the Children:/ /k ! Gonder Belesa Dehana ! CRS: Welthungerhilfe:/ Dembia Zuria ! î Save thedf Gaz GOAL: Children: Quara ! / j CARE: WVE: Gibla ! l ! Save the Children: Welthungerhilfe: k d k/ Takusa dlfj k
  • Assessing Freight Transport Performances in Relation to Delays

    Assessing Freight Transport Performances in Relation to Delays

    ADDIS ABABA UNIVERSITY ADDIS ABABA INSTITUTE OF TECHNOLOGY SCHOOL OF CIVIL AND ENVIRONMENTAL ENGINEERING Assessing Freight Transport Performances in Relation to Delays in Ethiopia: the case of Addis Ababa-Djibouti Corridor A Thesis Submitted to Road & Transport Engineering Stream By Kalkidan Waktole Bedassa Presented In Fulfillment of the Requirements for the Degree of Master of Science (Civil and Environmental Engineering) Addis Ababa University Addis Ababa, Ethiopia June, 2017 Addis Ababa University Addis Ababa Institute of Technology School of Civil and Environmental Engineering This is to certify that the thesis prepared by Kalkidan Waktole, entitled: Assessing Freight Transport Performances in Relation to Delays in Ethiopia: the case of Addis Ababa-Djibouti Corridor and submitted in partial fulfillment of the requirements for the degree of Master of Science (Civil and Environmental Engineering) complies with the regulations of the University and meets the accepted standards with respect to originality and quality. Signed by the Examining Committee: Mr. Abel Kebede Internal Examiner Signature Date Dr. Alemayehu Ambo External Examiner Signature Date Professor Girma Gebresenbet Advisor Signature Date ___________________________________________ School or Center Chair Person ii UNDERTAKING I certify that this research work titled by Assessing Freight Transport Performances in Relation to Delays in Ethiopia: The case on Addis Ababa-Djibouti Corridor is my own work. The work has not been presented elsewhere for assessment. Where material has been used from other sources it has been properly acknowledged / referred. Kalkidan Waktole iii ABSTRACT The major contributing factor for low level of logistic performance in Ethiopia is freight transport delay. Delay affects trade performance of a country in terms of cost, time, reliability, predictability and customer services.
  • Ethiopia: Bank Group Assistance to the Transport Sector

    Ethiopia: Bank Group Assistance to the Transport Sector

    AFRICAN DEVELOPMENT BANK GROUP ETHIOPIA: BANK GROUP ASSISTANCE TO THE TRANSPORT SECTOR OPERATIONS EVALUATION DEPARTMENT (OPEV) APRIL 2002 TABLE OF CONTENTS Page No. ABBREVIATIONS AND ACRONYMS i EXECUTIVE SUMMARY ii 1. INTRODUCTION 1 1.1 Objective of Study 1 1.2 Scope 1 2. BANK GROUP STRATEGY & ASSISTANCE 2 2.1 Transport Policy 2 2.2 Strategy in the Transport Sector in Ethiopia 4 2.3 Bank Assistance 5 3. GOVERNMENT STRATEGY 5 4. DEVELOPMENT EFFECTIVENESS OF BANK ASSISTANCE 6 4.1 Objectives 6 4.2 Relevance 7 4.3 Efficacy 8 5. EFFICIENCY OF IMPLEMENTATION 10 5.1 Implementation Schedules 10 5.2 Cost Variations and Loan Utilization 12 5.3 Economic Rates of Return 12 5.4 Bank Performance 13 5.5 Borrower Performance 15 5.6 Co-financing & Donor Co-ordination 16 6. IMPACT OF BANK ASSISTANCE 17 6.1 Project Outcomes 17 6.2 Socio-economic Impact and Poverty Alleviation 18 6.3 Impact on Women 20 6.4 Environmental Impact 21 6.5 Private Sector Participation 22 6.6 Regional Economic Integration 23 7. INSTITUTIONAL DEVELOPMENT AND CAPACITY BUILDING 24 7.1 Background 24 7.2 Recent Capacity Building Efforts 25 7.3 Further Capacity Building 27 8. SUSTAINABILITY 28 9. KEY ISSUES FOR ENHANCEMENT OF DEVELOPMENT EFFECTIVENESS 29 9.1 Rural Roads 29 9.2 Road Maintenance 31 10. CONCLUSION, LESSONS AND RECOMMENDATIONS 34 10.1 Conclusion 34 10.2 What Have We Learned – Findings and Lessons 35 10.3 The Way Forward- Recommendations 37 ANNEXURES Annexure N° of Pages 1 Bank Assistance to Transport Sector 1 2 Summary of Bank Group Operations as at 31 July 2001 3 3 Objectives and Project Components 3 4 Project Implementation Schedule 1 5 Project Costs 2 6 Loan Amounts and Disbursements 1 7 Economic Internal Rates of Return 1 8 Agricultural Production in Districts covered by Rural Roads I & II Projects 1 9 Allocations and Expenditure from the Road Fund 1 10 Key Lessons and Recommendations 3 This report was prepared by Mr.
  • ETHIOPIA Ethiopia Is a Federal Republic Led by Prime

    ETHIOPIA Ethiopia Is a Federal Republic Led by Prime

    ETHIOPIA Ethiopia is a federal republic led by Prime Minister Meles Zenawi and the Ethiopian People's Revolutionary Democratic Front (EPRDF). The population is estimated at 82 million. In the May national parliamentary elections, the EPRDF and affiliated parties won 545 of 547 seats to remain in power for a fourth consecutive five-year term. In simultaneous elections for regional parliaments, the EPRDF and its affiliates won 1,903 of 1,904 seats. In local and by-elections held in 2008, the EPRDF and its affiliates won all but four of 3.4 million contested seats after the opposition parties, citing electoral mismanagement, removed themselves from the balloting. Although there are more than 90 ostensibly opposition parties, which carried 21 percent of the vote nationwide in May, the EPRDF and its affiliates, in a first-past-the-post electoral system, won more than 99 percent of all seats at all levels. Although the relatively few international officials that were allowed to observe the elections concluded that technical aspects of the vote were handled competently, some also noted that an environment conducive to free and fair elections was not in place prior to election day. Several laws, regulations, and procedures implemented since the 2005 national elections created a clear advantage for the EPRDF throughout the electoral process. Political parties were predominantly ethnically based, and opposition parties remained splintered. During the year fighting between government forces, including local militias, and the Ogaden National Liberation Front (ONLF), an ethnically based, violent insurgent movement operating in the Somali region, resulted in continued allegations of human rights abuses by all parties to the conflict.
  • Ethiopia: Administrative Map (August 2017)

    Ethiopia: Administrative Map (August 2017)

    Ethiopia: Administrative map (August 2017) ERITREA National capital P Erob Tahtay Adiyabo Regional capital Gulomekeda Laelay Adiyabo Mereb Leke Ahferom Red Sea Humera Adigrat ! ! Dalul ! Adwa Ganta Afeshum Aksum Saesie Tsaedaemba Shire Indasilase ! Zonal Capital ! North West TigrayTahtay KoraroTahtay Maychew Eastern Tigray Kafta Humera Laelay Maychew Werei Leke TIGRAY Asgede Tsimbila Central Tigray Hawzen Medebay Zana Koneba Naeder Adet Berahile Region boundary Atsbi Wenberta Western Tigray Kelete Awelallo Welkait Kola Temben Tselemti Degua Temben Mekele Zone boundary Tanqua Abergele P Zone 2 (Kilbet Rasu) Tsegede Tselemt Mekele Town Special Enderta Afdera Addi Arekay South East Ab Ala Tsegede Mirab Armacho Beyeda Woreda boundary Debark Erebti SUDAN Hintalo Wejirat Saharti Samre Tach Armacho Abergele Sanja ! Dabat Janamora Megale Bidu Alaje Sahla Addis Ababa Ziquala Maychew ! Wegera Metema Lay Armacho Wag Himra Endamehoni Raya Azebo North Gondar Gonder ! Sekota Teru Afar Chilga Southern Tigray Gonder City Adm. Yalo East Belesa Ofla West Belesa Kurri Dehana Dembia Gonder Zuria Alamata Gaz Gibla Zone 4 (Fantana Rasu ) Elidar Amhara Gelegu Quara ! Takusa Ebenat Gulina Bugna Awra Libo Kemkem Kobo Gidan Lasta Benishangul Gumuz North Wello AFAR Alfa Zone 1(Awsi Rasu) Debre Tabor Ewa ! Fogera Farta Lay Gayint Semera Meket Guba Lafto DPubti DJIBOUTI Jawi South Gondar Dire Dawa Semen Achefer East Esite Chifra Bahir Dar Wadla Delanta Habru Asayita P Tach Gayint ! Bahir Dar City Adm. Aysaita Guba AMHARA Dera Ambasel Debub Achefer Bahirdar Zuria Dawunt Worebabu Gambela Dangura West Esite Gulf of Aden Mecha Adaa'r Mile Pawe Special Simada Thehulederie Kutaber Dangila Yilmana Densa Afambo Mekdela Tenta Awi Dessie Bati Hulet Ej Enese ! Hareri Sayint Dessie City Adm.
  • Trade Facilitation in Ethiopia: the Role of WTO Accession in Domestic Reform

    Trade Facilitation in Ethiopia: the Role of WTO Accession in Domestic Reform

    Trade Facilitation in Ethiopia: The Role of WTO Accession in Domestic Reform Tilahun Esmael Kassahun ♣ Abstract Ethiopia is one of the countries with excessive challenges in cross border trade. The high cost of doing business across borders in Ethiopia has become a major constraint. The focus of this article is trade facilitation which requires the examination of the dynamic gains associated with lowering trade transaction costs and identifying the relative importance of related trade policy reform measures in Ethiopia. In particular, the current state of the law and practice in trade facilitation and the international trading environment in Ethiopia are examined. The article focuses on customs law, border institutions, transport and logistics services and various issues related with investment and trade policy. In so doing, it attempts to examine how Ethiopia’s WTO Accession and trade facilitation instruments can be streamlined with domestic reform. Key words Trade facilitation, customs valuation, logistic services, WTO, Ethiopia DOI http://dx.doi.org/10.4314/mlr.v8i1.5 ♣ PhD Candidate (International Law and Economics) Bocconi University, Milan-Italy. LL.M (Business Law) Addis Ababa University, LL.M (International Economic Law and Policy, IELPO) University of Barcelona. The author teaches at Haramaya University College of Law and is currently on study leave. He would like to give his sincere gratitude to the editorial team at Mizan Law Review and the two anonymous reviewers for their valuable comments, remarks, and suggestions. He can
  • Migration and Rural-Urban Linkages in Ethiopia

    Migration and Rural-Urban Linkages in Ethiopia

    Migration and Rural-Urban Linkages in Ethiopia: Cases studies of five rural and two urban sites in Addis Ababa, Amhara, Oromia and SNNP Regions and Implications for Policy and Development Practice Prepared for Irish Aid–Ethiopia Final Report Feleke Tadele, Alula Pankhurst, Philippa Bevan and Tom Lavers Research Group on Wellbeing in Developing Countries Ethiopia Programme ESRC WeD Research Programme University of Bath, United Kingdom June 2006 Table of contents 1. Background 1.1. Introduction 1.2. Scope and approaches to the study 1.3. Migration in Ethiopia: an analysis of context 1.4. Theoretical framework 1.4.1. Perspectives on the migration-development nexus 1.4.2. Perspectives on Urban and Rural Settings and Urban-Rural Linkages 1.4.3. Spatial Patterns, Urban-Rural linkages and labour flows in Ethiopia 2. Empirical findings from the WeD research programme and emerging issues 2.1. Reasons for migration 2.1.1. Reasons for in- and out-migration: urban sites 2.1.2. Reasons for in- and out-migration: rural sites 2.2. Type of work and livelihood of migrants 2.2.1. Urban sites 2.2.2. Rural sites 2.3. Spatial patterns, urban-rural linkages and labour flows 2.3.1. Urban sites 2.3.2. Rural sites 2.4. Preferences regarding urban centres and geographic locations 2.5. Diversity of migrants 2.5.1. Age 2.5.2. Education 2.5.3. Gender 2.6. Labour force and employment opportunities 2.7. The role of brokers and management of labour migration 2.8. Barriers and facilitating factors for labour migration 2.9.
  • B T P S Journal of Transport Literature JTL|RELIT Vol

    B T P S Journal of Transport Literature JTL|RELIT Vol

    B T P S Journal of Transport Literature JTL|RELIT Vol. 8, n. 2, pp. 113-133, Apr. 2014 Brazilian Transportation www.transport-literature.org Planning Society Research Directory ISSN 2238-1031 Informal transport and its effects in the developing world - a case study of Addis Ababa, Ethiopia [O transporte informal e seus efeitos no mundo em desenvolvimento - um estudo de caso de Addis Abeba, Etiópia] Fekadu Kassa* Arbamnich University - Ethiopia Submitted 28 Apr 2013; received in revised form 22 Jun 2013; accepted 23 Jun 2013 Abstract This paper appraises the current situation of passenger road transport in Addis Ababa, Ethiopia, by a case study of long distance bus transport. Emphasis is given on the probability, area and service coverage of informality, and the effect of informal operators on the formal transport industry. The study shows that the manifestation of informality on the long distance bus market is relatively insignificant (about 13%) compared with small and mid-scale buses. The sector also serves about 15 major towns such as Mekele, Dire Dawa, Shashemene, Wolita Soddo, Jimma, Bahir Dar and Gonder Towns. The most relevant effects of informal operators on formal industry and long distance bus in particular are the accelerated increase in the rate of accidents, lack of tax payments and driving over the distance limit. Informality also leads the legal operators into illegality. Thus, one can infer that the accelerating rate of informality becomes a threat for the formal sector operators in general and the long distance bus market in particular, in the nation and developing countries. Key words: informality, formal operator, area coverage, service coverage, urban transportation.
  • The Management of Commercial Road Transport in Ethiopia

    The Management of Commercial Road Transport in Ethiopia

    The Management of Commercial Road Transport in Ethiopia May 2009 Produced and distributed by the Addis Ababa Chamber of Commerce and Sectoral Associations with �inancial support from the Swedish Agency for International Development Cooperation, Sida Sida © Private Sector Development Hub/Addis Ababa Chamber of Commerce and Sectoral Associations, 2009 P. O. Box 2458, Mexico Square, Addis Ababa, Ethiopia Tel: +251(0) 115 504570/ 542405, Fax: +251 (0) 115 542404, Email: [email protected] All Rights Reserved. No part of the publication may be produced or transmitted in any form or by any means without the prior permission of the copyright holder. The only exception is for a reviewer, who may quote short excerpts in a review. Disclaimer:- The views expressed in the study do not necessarily reflect the views of PSDHub or Addis Ababa Chamber of Commerce and Sectoral Associations or Sida. They are solely the responsibilities of the authors. Acknowledgements he study on The Management of Commercial Road Transport in Ethio- pia was initiated by the Private Sector Development Hub in response to the problems encountered by transport companies, associations, and individual operators with respect to operating environment, costs and margins; and by transport service users in relation to effi ciency, price and reli- ability with its impact on competitiveness. W.T Consult Pvt. Ltd. Co. was contracted to undertake the study and produced the draft report. The report was further reviewed, enriched and fi nalized by David Shelly of BKP Development Research and Consulting GMBH. Throughout the report, “Consultant” refers to W.T Consult, while “Review Team” refers to BKP and David Shelly who have fi nalized the report.
  • Ethiopia Integrated Agro-Industrial Parks (Scpz) Support Project

    Ethiopia Integrated Agro-Industrial Parks (Scpz) Support Project

    Language: English Original: English PROJECT: ETHIOPIA INTEGRATED AGRO-INDUSTRIAL PARKS (SCPZ) SUPPORT PROJECT COUNTRIES: ETHIOPIA ESIA SUMMARY FOR THE 4 PROPOSED IAIPs AND RTCs LOCATED IN SOUTH WEST AMHARA REGION, CENTRAL EASTERN OROMIA REGION, WESTERN TIGRAY REGION AND EASTERN SNNP REGION, ETHIOPIA. Date: July 2018 Team Leader: C. EZEDINMA, Principal Agro Economist AHFR2 Preparation Team E&S Team Members: E.B. KAHUBIRE, Social Development Officer, RDGE4 /SNSC 1 1. INTRODUCTION 1.1. The Federal Democratic Republic of Ethiopia (FDRE) committed to a five-year undertaking, as part of the first Growth and Transformation Plan (GTP I) to build the foundation to launch the Country from a predominantly agrarian economy into industrialization. Among the sectors to which the second Growth and Transformation Plan (GTP II) gives emphasis is manufacturing and industrialization to provide the basis for economic structural change; and a central element in this strategy for transforming the industry sector is development and expansion of industrial parks and villages around the country. 1.2. The development of Integrated Agro Industrial Parks (IAIPs) and accompanying Rural Transformation Centres (RTCs) forms part of the government-run Industrial Parks Development Corporations (IPDC) strategy to make Ethiopia’s agricultural sector globally competitive. The concept is driven by a holistic approach to develop integrated Agro Commodity Procurement Zones (ACPZs) and IAIPs with state of-the-art infrastructure with backward and forward linkages based on the Inclusive and Sustainable Industrial Development model. The concept of IAIPs is to integrate various value chain components via the cluster approach. Associated RTCs are to act as collection points for fresh farm feed and agricultural produce to be transported to the IAIPs where the processing, management, and distributing (including export) activities are to take place.
  • Ethiopia Page 1 of 26

    Ethiopia Page 1 of 26

    Ethiopia Page 1 of 26 Ethiopia Country Reports on Human Rights Practices - 2003 Released by the Bureau of Democracy, Human Rights, and Labor February 25, 2004 Ethiopia continued its transition from a unitary to a federal system of government, under the leadership of Prime Minister Meles Zenawi. According to international and local observers, the 2000 national elections generally were free and fair in most areas; however, serious election irregularities occurred in the Southern Region, particularly in Hadiya zone. The Ethiopian Peoples' Revolutionary Democratic Front (EPRDF) and affiliated parties won 519 of 548 seats in the federal parliament. EPRDF and affiliated parties also held all regional councils by large majorities. The regional council remained dissolved at year's end, and no dates had been set for new elections. Highly centralized authority, poverty, civil conflict, and limited familiarity with democratic concepts combined to complicate the implementation of federalism. The Government's ability to protect constitutional rights at the local level was limited and uneven. Although political parties predominantly were ethnically based, opposition parties were engaged in a gradual process of consolidation. Local administrative, police, and judicial systems remained weak throughout the country. The judiciary was weak and overburdened but continued to show signs of independence; progress was made in reducing the backlog of cases. The security forces consisted of the military and the police, both of which were responsible for internal security. The Federal Police Commission and the Federal Prisons Administration were subordinate to the Ministry of Federal Affairs. The military, which was responsible for external security, consisted of both air and ground forces and reported to the Ministry of National Defense.
  • The Mineral Industry of Ethiopia in 2009

    The Mineral Industry of Ethiopia in 2009

    2009 Minerals Yearbook ETHIOPIA U.S. Department of the Interior September 2011 U.S. Geological Survey THE MINERAL INDUSTRY OF ETHIOPIA By Thomas R. Yager In 2009, Ethiopia played a significant role in the world’s Production at Sakaro was likely to be about 2,400 kg/yr from production of tantalum; the country’s share of global tantalum 2012 to 2014 and 1,800 kg/yr from 2015 to 2021. Midroc was mine production amounted to 6% (Papp, 2010). Other also considering the development of the Werseti Mine, which domestically significant mining and mineral processing could open in 2015 and produce nearly 3,500 kg/yr from 2016 operations included cement, crushed stone, dimension stone, to 2021. If all of Midroc’s planned projects were to proceed, the and gold. Ethiopia was not a globally significant consumer of company would produce about 6,000 kg/yr of gold from 2014 to minerals. 2021 (Midroc Gold Mine plc, 2009). In February 2009, Nyota Minerals Ltd. (formerly Dwyka Minerals in the National Economy Resources Ltd.) of Australia acquired the Tulu Kapi and the Yubdo gold projects and the Yubdo platinum mine from Minerva In fiscal year 2007-08 (the latest year for which data were Resources plc of the United Kingdom. In 2010, Nyota planned available), the manufacturing sector accounted for 4% of the to spend $3.6 million on exploration in Ethiopia, including gross domestic product, and mining and quarrying, 0.4%. $2.6 million at Tulu Kapi. The company planned to complete Between 300,000 and 500,000 Ethiopians were estimated to resource estimates for Tulu Kapi and Yubdo in 2010.