UTTM Final Draft Manual

URBAN TRANSPORT
AND TRAFFIC
MANAGEMENT PLAN
The Federal Urban

Planning Institute (FUPI),
In Collaboration Urban Development Capacity Building
With Office (UDCBO), Ministry of Works and
Urban Development
Urban Transport and Traffic Management Manual__________________________________
Table Of Content
Title Page
List of Tables ............................................................................................................................ 4
ABBREVIATIONS ................................................................................................................... 6
Part One INTRODUCTION AND BACKGROUND STUDY .............................................. 7
CHAPTER ONE ....................................................................................................................... 8
INTRODUCTION ..................................................................................................................... 8
1.1. Background .................................................................................................................. 8
1.2 Urban Transport and Traffic Management Planning in the Context of Ethiopian
Urban Planning System. .................................................................................................. 10
1.3 Methodology and Approach ...................................................................................... 11
1.4 Purpose of the Manual ............................................................................................... 13
1.5. Who should use and how to use the manual ........................................................ 13
1.6 What is in the manual ................................................................................................ 13
CHAPTER TWO .................................................................................................................... 14
2. REVIEW OF PRACTICES ............................................................................................... 14
2.1 International experience ............................................................................................ 14
2.1.1 General ................................................................................................................. 14
2.1.2 Specific cases ...................................................................................................... 14
2.2 Local Experiences in Urban Transport Planning and Traffic Management, ..... 24
2.2.1 Imperial Era .......................................................................................................... 24
2.2.2 Dergue Regime.................................................................................................... 25
2.2.3 Current Planning Practices ................................................................................ 25
2.2.4 Existing Urban Transport Planning and Traffic Management
Considerations ............................................................................................................... 29
2.2.5. Gaps Observed from Review of Local Urban Transport Planning and
Traffic Management ...................................................................................................... 33
CHAPTER 3 ........................................................................................................................... 34
3. URBAN TRANSPORT PLANNING AND TRAFFIC MANAGEMENT CONCEPTION
.................................................................................................................................................. 34
3.1. General........................................................................................................................ 34
3.2. Definition ..................................................................................................................... 34
3.3. Contents ...................................................................................................................... 35
3.4. Key Tenets.................................................................................................................. 35
3.5. Paradigm Shifts in Transport Planning and Traffic Management Concepts .... 36
CHAPTER 4 ........................................................................................................................... 40
4. PROVISIONS AND TOOLS ............................................................................................ 40
4.1 General provisions: The following are key provisions for considerations in
UTTM Planning .................................................................................................................. 40
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4.2 Strategic Options ........................................................................................................ 40

4.3. Transport Planning and Traffic Management Standards .................................... 41
4.3.2. Segregation versus integration ........................................................................ 43
4.3.5. General Guidelines for Location of Intersection: ........................................... 51
PART TWO ............................................................................................................................ 56
Urban Transport Planning & Traffic Management Planning Process ........................... 56
PHASE 1: PREPARATION WORK AND INITIATING OF PLANNING ....................... 57
PHASE 2 DATA COLLECTION AND ANALYSIS ........................................................... 63
PHASE 3 DEVELOPING OPTIONS AND STRATEGIES ............................................ 71
PHASE 4 PROPOSALS OF URBAN TRANSPORT AND TRAFFIC MANAGEMENT
.................................................................................................................................................. 74
PHASE 5. INTEGRATION and APPROVALAOVAL APPROVAL ................................. 84
PHASE 6 IMPLEMENTATION ........................................................................................... 87
PHASE 7. OPERATION, MAINTENANCE AND EVALUATION, .................................. 90
REFERENCES .................................................................................................................... 107
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List of Tables
Table 1. An overview of cost benefit of intervention tested in SSATP
Table 2 Paradigmatic shift in UTPTM
Table 3, Some examples of strategic options
Table 4. Criteria in the selection of mode of transport and facilities location
Table 5. Traffic Segregation/integration
Table 6. Directions and principles in TPTM
Table 7. Transport system performance indicator
Table 8. Straights spacing standards
Table 9. Recommended designing and ceiling speed
Table 10. Gradient, lane and curvature standards
Table 11. Pedestrian movement standards
Table 12. Parking standards
Table 13. Passenger terminal standards
Table 14. Freight terminal standards
Table 15. Carriageway width standards
Table 16. Horizontal curves, super-elevation, gradients and cross-fall standards
Table 17. Sight distance guidance
Table 18. Road accident counter measures
List Of figures
Figure 1. A Framework of the Ethiopian Urban Planning System
Figure 2. Non-motorized network planning process in the Netherlands
Figure 3. Urban Planning Process by NUPI
Figure 4. Integration of UTTM
Figure 5. Radial and Pattern
Figure 6. Grid pattern of roads
Figure 7. Linear road pattern
Figure 8. Organic road pattern
Figure 9. Mixed road pattern
Figure 10. Visioning process
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List of Formats
Format 1. Options evaluation format
Format 2. Transport and Traffic management related institutional data collection
format
Format 3. Transport and Traffic management related legal information collection
format
Format 4. Municipalities capacity assessment survey format
Format 5. Existing transport Network and facilities data collection format
Format 6. Data collection format for spatial distribution major settlements
Format 7. Data collection format for spatial distribution major activities
Format 8. Graphic data collection format
Format 9. Accident data collection and analysis format
Format 10. Transport system capacity assessment format
Format 11. Origin destiny survey format
Format 12. Traffic count format
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ABBREVIATIONS
AAMP = Addis Ababa Master Plan
ADLI = Agricultural Development Led Industrialization
B/C = Benefit cost ratio
CBO's = Community Based organizations
CES = Consulting Engineering Services
ERA = Ethiopian Roads Authority

FUPI = Federal Urban Planning Institute
IDP = Integrated Development planning
IHS = Institute of Housing and Socials Studies
MoFA = Ministry of Federal affairs
MTS = Motorized Transport system
MoFA = Ministry of Federal Affairs
MWUD = Ministry of Works and Urban Development
MT = Motorized Transport
MUDH = Ministry of Urban Development and Housing
NGO's, = Non Governmental Organizations
NMT = Non Motorized Transport
NMV = Non-motorized vehicles
NUPI = National urban Planning Institute
ORAAMP = Office for the Revision of Addis Ababa Master Plan
RSDP = Road Sector Development Program
RTA = Roads Transport Authority
SNNPR = Southern Nations, Nationalities and Peoples Region
SSATP = Sub Sahara Africa Transport Planning
UTTM = Urban Transport and Traffic Management

UTPTM = Urban Transport planning and Traffic Management
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Part One
INTRODUCTION AND
BACKGROUND STUDY
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CHAPTER ONE
INTRODUCTION
1.1. Background
Transport is both a means and outcome of urbanization and development. Urban transport
planning and traffic management contributes to improve mobility and higher productivity of
labor; to achieve an efficient land use; to optimally integrate transport network with public
utilities and social infrastructure; and to restructure the urban transport service.
Transport efficiency is considered as an indicator of urbanization and development level.

Transport creates a favorable condition for transaction, exchange, knowledge transfer and
economic efficiency. On the other hand economic development and technological
advancement enable nations to invest in transport improvements. These relations have not
been without difficulties. Congestion, traffic accidents, pollution, and access problems have
been the critical challenges of the transport and traffic management sector throughout the
world. This puts transport planning and traffic management on top of an urban development
agenda.
Concomitant with the level of urbanization and development, urban transport infrastructure
and services are very rudimentary in urban Ethiopia. Modern urban transport systems are
limited to few urban centers. City Buses are operating only in the capital city, Addis Ababa
and with very limited services in Jimma. Taxis are operating only in Addis Ababa and 10
secondary cities. In the majority of Ethiopian urban centers the urban transport mode is fully
pedestrian, and in some cases using animals backs or carts (donkeys, mules and horses) for
goods.
The road system is partially asphalted in Addis Ababa and few secondary towns. The
remaining vast majority of 1st and 2nd level urban centers have only pedestrian routes
inaccessible by vehicles except for those parts lying on the national highway network system.
A large share of trips is by walk (61%) in Addis Ababa. This figure is bigger in secondary
cities. There are no separate pedestrian walkways and related services though the dominant
traffic is pedestrian. Due to the inadequacy of pedestrian facilities there are big numbers of
road accidents. Accidents are increasing particularly in the capital city at a very high rate of
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12.5%. (There were 305 deaths due to road accidents in 2004.) Parking is also emerging as
a major demand and problem (CES, 2005).
Transport planning and traffic management was not considered as serious urban
development agenda. The only attempts have been with the preparations of master plans,
where it is considered in its physical measures mainly synonymous to roads network
planning. Transport planning and traffic management, as part of the urban planning efforts,
has been performed haphazardly in the absence of systematic working manuals and
planning procedures based only on the experiences of professionals assigned for the job.
Now, with the growing rate of urbanization and development, the need to have plan led
interventions has gained growing importance.
More specifically, the absence of more articulated manuals in the overall urban planning,
transport system and traffic management has resulted in glaring problems and gaps in the
sub-sector.
To this end, to fill this critical missing link in the modus operandi of the overall urban planning
processes in the country the MoFA (now MWUD) has entrusted to MATHEWOS Consult the
task of developing state-of-the-art urban planning procedure manuals that will guide future
urban planning efforts in the country. Therefore this Transport planning and traffic
management manual is one of the seven planning manuals developed by MATHEWOS
Consult in close cooperation with and involvement of FUPI.
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1.2 Urban Transport and Traffic Management Planning in the Context of

Ethiopian Urban Planning System.
Fig.1. A Framework of the Ethiopian Urban Planning System
Level Long Term Integrated

Regional Development Plan
Level 1 Long Term Integrated Urban Development Plan

Long Term
Urban Structure Plan

Level 2
IUISP UTTMP LDP LEDS LSDS UURP

Level 3 (Integrated Urban
Infrastructure and
(Urban Traffic &
Transport
(Local Development
Plan)
(Local Economic
Development
Service Plan Management Plan) Strategy)
5 years Municipal IDP

Level 4
5 years 5 years 5 years 5 years 5 years 5 years

IUISP UTTMP LDP LEDS LSDS UURP
PROJECTS
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The Ethiopian Urban Planning System could be conceived in four levels.

Level I is a long term strategic planning based on the long term visions and indicating the
long-term indicative goals and objectives. Level II is the preparation of a structure plan for a
definite period of time (10 years) which specifies the spatial and physical development of the
city interpreted analyzed and synthesized from the socio-economic needs. Structure Plan
covers the whole urban spatial area. Level III is the sectoral/or local/or specific planning
where a particular component of the structure plan is taken up as an urban issue for further
zooming out and detailed planning.
Level 4 is the lowest level of urban planning where the sectoral /specific/ local plans are
broken up to identify the 5 year priority areas. It is at this stage that the plans become
definitely realistic: - Having clearly defined deliverables, the budget and the responsible &
accountable body for implementation. It is linked with the 5 year council term and every
council prepares its own IDP for which it will be held responsible.
1.3 Methodology and Approach

In preparing the manual, the consultant had consulted with relevant Federal Ministries,
Regional governments and other involved agencies. The consultant had followed a strategic
planning approach, incorporated the concepts, methodologies and approaches of IDP. The
consultant with FUPI counter part experts had conducted rapid assessment survey in four
regional states (Amhara, Oromia, SNNPR, and Tigray). The towns covered by the survey
were Mekelle and Axsum (Tigrady), Bahirdar (Amhara), Awasssa (SNNPR), snd Adama
(Oromia). Bureau heads, mayors, city managers and professionals were interviewed and
brainstorming discussions were undertaken. In-house discussion and experts opinion
gathering was the integral part of the process. The regional bureaus and FUPI experts
involvement in the process of preparing the manual had enabled the consultant to shape the
manuals by learning-by-doing approach and take advantage of the potential for experience
sharing and (possibly) setting planning process benchmarks. The consultant had also
reviewed relevant literature, assessed international and local experiences.
The Adoption of the IDP Approach

The terms of reference and the repeated discussions conducted between the consultant and
the client strongly emphasized the need for adopting the IDP approaches and principles.
Particular attention has thus been given to apply the IDP approaches and principles in
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drafting the manual. Here below are some of the key manifestations in the adoption of the
IDP approaches and principles:
1. Municipalities are expected to spearhead urban development endeavors and
initiate Transport Planning and traffic Management and hence playing
developmental roles aimed at the optimization of available resources to alleviate
poverty and promote sustained economic and social development rather than the
usual practice of merely service provision and implementation of regulations. This
enables transform municipalities from mere crises management to proactive
management system.
2. Transport planning and Traffic management entail assessment of the existing
level of development and are planned based on the identification of key
developmental priorities expressed on the integrated urban development plans
and with focused outputs, and flexible enough to deal with changing
environments.
3. Planning and implementation of Transport planning and Traffic Management
projects are linked to the IDP 5 years plan and the IDP municipal budget.
4. Community and other key stakeholder participation is ensured in the whole
process of UTPTM projects and that such participation is formalized/
institutionalized through Representative Forums and the Steering Committees
with the required legal backing and capacity building.
5. UTPTM projects planning process ensures that it is well aligned with other
municipal programs and plans at the Federal, Regional and local municipal levels.
6. The preparation of the manual gives heeds to integration of such major issues as
socio-economic, spatial/and environmental, financial, institutional and the
regulatory frameworks.
7. The UTPTM projects meet measurable development objectives and targets and
that key performance and output indicators are developed to measure
performance.
8. UTPTM projects planning become realistic by adequately involving the
community.
9. UTPTM projects planning basically follows the IDP planning and Implementation
process. The only slight difference is the separation of the OMME (Operation,
Maintenance, Monitoring and Evaluation) phase from the Implementation phase.
Due to these alterations, the five IDP phases have been slightly modified to seven
phases in the preparation of this manual.
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1.4 Purpose of the Manual

The general objective of the manual is to show step-by-step detailed procedure that will give
a general road map to Officials, Urban Planers and other stakeholders in the preparation of
Urban Transport Planning and Traffic management that enhances urbanization and
development and curtails the negative consequences of these developments.
More specifically the objective of urban transport planning and traffic management manual is
to provide a coordinating framework for the long-term Urban Transport Planning and Traffic
management development of designated city or town by establishing:
 Environmentally sensitive principal direction of growth,
 The legal, institutional arrangements, responsibilities and capacity needs
foundation for planning and development
 The economic and Resources basis for sustainable urban development
1.5. Who should use and how to use the manual

All urban actors involved in transport planning and traffic management may use this manual.
The private sector, NGO's, CBO's and the may also use the manual. The primary targets to
use this manual are Federal, regional and local government levels decision makers and
professionals who are the front-liners in transport planning and traffic management.
Attempt has been made to make the manual user friendly, easy to refer and use. For
improved results, all users are advised to take training on the manual. If users find a step or
standard irrelevant to their situation, they may readjust it to fit to their specific reality by
conducting prior consultations with the Federal Urban Planning Institute. The manual may
also be revised every five years to make it reflect the reality.
1.6 What is in the manual

The manual is divided into two main parts. The first part contains the introduction, the major
conceptions, international and local practices and provisions and tools adopted in urban
transport planning and traffic management. The second part deals with planning,
implementation and operation procedures. In the annex different planning tools are included.
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CHAPTER TWO
2. REVIEW OF PRACTICES
2.1 International experience
2.1.1 General
Urbanization is rapidly growing throughout the developing world. Parallel to this growth
economic problems are becoming severe. There is a close relationship between urban
development and transportation. Transport facilitates and impacts the expansion of market
exchange and expansion of urban areas. The expansion of motorization and the
concomitant traffic safely problems of congestion and environmental pollution are alarming.
There is distorted view and undermining consideration for pedestrians and non-motorized
transport modes.
Developing countries are characterized by increasing motorization trend within ill

management conditions. Few of the critical problems characterizing developing countries
are traffic congestion, poor public transport service, higher rate of traffic accidents, and costly
operation of transport services. The victims of these problems are mainly the urban poor.
2.1.2 Specific cases

Curitiba’s case based on V. Parasram, (2006)
Curitiba, the capital city of the State of Paraná, Brazil, experienced some of the highest
growths in the country during the 1950s to the 1980s. This uncontrolled increase in
population presented circumstances that demanded effective city planning that included
constructing a consolidated public transportation system to move people easily throughout
the metropolitan area and its surrounding municipalities.
With the approval of Curitiba’s Master Plan in 1966, urban planners realized that
transportation; land use and road systems can be used as integrative tools of development in
compliance with the guidelines of the master plan. They developed a world-renowned mass
transportation system that today covers eight neighboring cities, and transports close two
million passengers daily. A peculiar situation was that they addressed the process of
transportation as an integrative approach that can assist in the development of the city. They
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recognized that transportation systems can serve as the backbone for the development and
growth of the city.
According to the land use and road network plan;

 The land fronting the central road is zoned for high density commercial and
residential development,
 The inner frontages of the lateral highways are zoned for medium density residential
and commercial uses,
 The outer frontages are reserved for low-density residential development.
Curitiba decided to use busses as the most cost effective primary means of public transport.
Slowly, bus routes began to replace trolley routes and later the trolley system stopped
transporting passengers completely. They also regulated bus fares and established unified
fare. They also created Brazil’s first pedestrian network in the center of the city.
Traditionally the city was partitioned in different zones that were serviced by individual bus
companies. But, with the creation of the inter-district routes and the implementation of the
Integrated Transportation Network along with the unified fare, passengers could pay one
company at a terminal located in a particular zone and ride the system without paying the
other bus companies.
The creation of dedicated bus lanes, articulated and bi-articulated busses and thus an
express system operating much like a surface subway system enabled to transport large
numbers of passengers to various locations along the structural corridors.
Curitiba’s system of transportation is an example of effective urban planning and proved that
the development of infrastructure in the city can guide the city’s expansion. The city was
able to implement and efficiently constructer, cost-effective transportation system that
finances itself.
The entire MTS is currently operated by Urbanization de Curitiba (URBS), a publicly-

administrated, privately-funded company that was founded in 1963. Together with IPPUC
both agencies are responsible for land use development, maintenance and extension of the
mass transportation system.
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The case of curtiba in urban transport planning shows that an integrated and visionary urban
planning system not only results in the efficiency of urban transportation system but also to
generate urban development. The integrated system itself has been used as a point of
reference for cities around the world who are looking to implement an efficient transport
network.
The Far East experience based on (PADECO Co LTD 2000)

Urban rail becomes particularly important when high-density urban development expands to
create distances that are too great for efficient bus transport, and usually when employment
remains centralized—Tokyo and Seoul being the obvious cases.
In the 1980s, the emphasis was placed more on traffic management measures to pursue
more optimal use of limited road space and on improving public transport service levels.
Metro Manila, the capital region of the Republic of the Philippines. accommodates a
population of about 9.5 million (1996 data) within its land area of 636 square kilometers.
Disorderly development with highly mixed land use and squatter settlements prevailed in
Manila. In the 1970s the city formulated urban transport master plans and undertook major
road construction and transport improvements.
Minibus taxis named Jeepneys in Manila (as Matatus in Kenya and Wuyiyit in Ethiopia) are
very common and important urban transport providers. Manila’s jeepneys are the mainstay of
the city’s transport system carrying nearly one-half of all peak-period passenger trips. Metro
Manila successfully incorporated jeepneys and bus services, but since the metropolis
eventually reached a stage where the concentration of travel demand could not be efficiently
handled by the road-based system, the development of an urban rail system has become
essential. Along small to medium demand corridors, road-based public transport with
exclusive facilities served as an efficient urban transport system. The Manila Metro is
currently underused largely due to high fares and difficult access arrangements.
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Comprehensive legal framework supporting integrated development is the key success

factors in Japanese-Style Integrated Development. Integrated land use and transport
planning process at national and local levels; well respected government policies on land use
and transport development, which provide incentives to attract investment along corridors are
also noted as success factors for the Spatial Planning Strategies.
The Japanese, Manila and Seoul experiences suggest that public transport development can
best be approached with rigorous traffic demand management measures as an integral part
of strategy. It can be concluded that, without traffic demand management or car restraint, the
viability of mass transit is undermined. Successful urban rail development is usually
associated with careful planning of network and modal integration. Rail passengers typically
depend on walking, cycling, or bus rides as feeder modes.
A number of other developing country metropolitan areas have addressed the problems of
geographic/jurisdictional and/or functional fragmentation with a more incremental approach
by establishing metropolitan-region wide transport and coordinating agencies.
African Experiences based on Poverty and Urban Transport in East Africa, by IHE,
Netherlands, 2006.
Here the experiences of two metropolitan cities (Dar es Selam and Nairobi), and two
secondary cities (Eldoret and Morogoro) are presented. The discussion focuses as on how
transport infrastructure and services affect the well being of poor households. The
experiences in these cities proved that in transport planning and policy, it is better to think in
terms of poor cities characterized by significant personal mobility constraints, rather than
treating the city’s poor as isolated cases with special travel and transport needs.
Employment is so crucial that there is an argument for regarding it as a direct approach to

poverty alleviation, and this consideration could be beneficially incorporated into
assessments of transport investments.
Positive influences on the livelihoods of the poor have resulted from employment-intensive,
settlement infrastructure upgrading schemes; the privatization of bus passenger services
which generated unskilled employment opportunities; and the new services provided by non-
motorized goods vehicles.
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From a household perspective these are pre-eminently cities in which walking dominates.
Public transport is next in importance, with cycling as the potentially third most important
mode – a potential that presently, for safety reasons, can only be fulfilled in the secondary
cities.
Spatially and temporally diversified urban activities appear to require more flexible transport
systems for people and goods than the heavily radial movements provided by existing public
transport systems. Evidence from Dar es Selam proved that the informal privatization of
transport services has reduced the former radial orientation, by the creation of feeder
operations, and in so doing is producing a more dense pattern of urban settlement.
Motorcycle-based passenger services have become established in both West (Benin,

Nigeria) and East (Uganda) Africa. Although they give rise to significant environmental
problems – air pollution, accidents – their ability to operate under low demand densities,
penetrate congested area, and flexibility gives them inherent advantages over conventional
services.
Travel by private car meets less than 10% of demand, but incurs over 50% of total system
costs. By contrast, walking meets almost half of trip demand but accounts for only 1% of
total costs. These distorted cost distribution patterns represent a serious misallocation of
economic resources; and transport policies should aim at their reduction.
Road and footpath improvement was successfully embedded in a diverse program of

employment-intensive works in the case of Dar es selam. Improved mobility and facilitation
of solid waste collection were immediate effects.
Developing countries urban transport planning based on the Dutch experience, M.

Servaas, I-ce, (2000)
The Netherlands opted for the approach of decentralization in policy execution. An important
role has been laid down for parties other than the central government, as provinces and
municipalities. Experiences of the Netherlands have shown that compact city spatial planning
has to be duly considered since short trip distances increase the chance of bicycle use.
Three scenarios were developed for the valuation of interest between NMT and MT: the ivory
tower model, the populistic model, and the balanced model. The latter balanced model
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proved realistic because various stakeholders are involved at different phases of policy
making, planning and design and valuation of interests of road users.
T
O
P Make network Make basic map
D tests of existing road
O and city structure
W
N
Add information of
Find problems as all kinds of new
Black spots (accidents) plans//developments
Obstacles (data + circumstances)
Missing links
Inconveniences
No bicycle parking
facilities. Find desired routes
Barriers between different
B origins and
O destinations
T
T
O Proposals for
M facilities as
Planned Existing
Crossings
U Traffic lights
P Intersections NMT-
Sections MASTERPLAN
Pavements/shelters
Bicycle parking (etc)
Design standards Prioritize
Fig. 2 NMT network planning process in the Netherlands.
Though not meant to be a blue print, the study recommends the following stages to be
followed:
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1. Establishment of a proper organizational set-up for urban mobility planning and

implementation of user participation set-up and of financing arrangements for
interventions.
2. Preparation of an inventory of user needs and of a NMT route network inventory and
problem inventory.
3. Preparation of a NMT action plan (‘pilots’)
4. Preparation of a long-term urban network plans
5. Design of a first package of interventions
6. Appraisal of the proposed interventions
7. Development of a complete long-term mobility plan and policies.
Servaas identifies three main categories of roads:

1. Transit road designed for large flows of traffic on longer distances. On these roads
there is no direct access to individual addresses.
2. Distributor roads designed to enable the road users to find their way to the area of
their destination, but don’t give direct access to individual addresses. The distributor
road should allow for turning maneuvers of road users finding their way. A moderate
low speed is appropriated to allow road users to react to sudden maneuvers, and to
‘negotiate’ with other road users.
3. Access roads primarily meant to give access to individual addresses.
The same assessment recommends that in order to have sustainable success, cities in
developing countries should:
 Develop an urban mobility plan for bicycle and pedestrian transport as an integral part
of a city’s transport and traffic policies and plan.
 Develop an action plan with immediate or short-term, tangible results prior or parallel
to the urban mobility plan.
 Distinguish between non-cycling cities/areas and places where cycling has already an
important share in traffic.
 Make a functional hierarchy of roads (access, distribution, transit) so that for each
category specific measures can be taken.
 Plan NMT interventions following an area-wide approach.
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Table 1. An overview of costs and benefits of interventions tested in SSATP projects

Test Interventions Total Benefit Total cost Cost Cost
Benefits components competence Benefit
(B) (C) (B/C)
ratio
Repair culverts
Walk way improvement
14400 USD Saving travel 18,000 USD Walkway
along corridor in 3.4
(per year time 4,200 USD/py construct.
Morogoro
Build bridges
Raised zebra-crossing 4,500 USD
4,350
in Avoidance cost per zebra- Raised zebra
USD
Dares Salaam and of accidents crossing crossing 1.45
(per year)
Morogoro 1,000 USD/py
Bridge Cost
11,000 USD
reduction
NMT bridge in Dares 6,000 USD Saving travel per bridge
because
Salaam (per year) time 1,500 4
community
USD/py
participation
NB: USD:- United State Dollar
PY:- Per Year
Source:
Cost and benefits analysis of road reconstruction in Delhi has shown a net value of total
costs of Rs (Rupees). 121 million and a net present value of benefits of Rs 2444 million.
The cost benefit ratio is thus 1:20. Based on the potential benefits of the bicycle master plan
in Bogota, cost benefit ratio turned out to be 1:7.3.
2.1.3 Lessons learned from the international practices

An urban transport system will have a profound effect on a city and on the way it develops. It
will influence locations of new commercial and residential areas and how people travel,
thereby affecting the character and lifestyle of the city. Therefore, it is important to integrate
transport development with urban development and land use control.
It is recommendable to secure transit corridors at an early stage of economic systems and

may be introduced when corridor demand grows.
Global developing countries experiences proved that public transport system must be
affordable to the poor and that NMT facilities should also be improved. There is thus a need
to improve NMT facilities and reduce barriers to the supply of informal transport services. As
low-income groups are particularly vulnerable to accidents, improvement of pedestrian and
NMV facilities would provide them with safer means of transport as well as improve their
mobility.
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The biases against NMT built into policy decisions in a number of cities originate from policy
makers’ common misunderstanding of the goal of urban transport in securing mobility for
“vehicles” rather than “people.” (PADECO, 2000)
Vehicular traffic in urban areas generates negative externalities to the urban environment (air
and noise pollution, traffic accidents etc). This is managed and controlled by vehicle
inspection system to ensure the roadworthiness of vehicles on public roads with respect to
safety and environmental regulations through appropriate institutional framework for its
effective implementation.
According to PADECO (2000), general observation of cities in developing countries reveals

the following points:
 Weak institutions, insufficient and low capacity staff
 Chronic shortage of financial resources
 Often not well coordinated policies
 Nonexistent or underdeveloped urban rail system
 Un-efficient Public railway management
In the face of these above problems, strategies for the development of urban rail in
developing countries include:
 Securing of rail rights-of-way at an early stage of urbanization-the right-of-way
can be used, for example, for a dedicated busway until demand warrants the
construction of a fixed track system.
 Involvement of the private sector (domestic or foreign) to introduce technology
and efficient management, although public financing of railway construction may
be necessary,
 Provision of technical assistance to promote policy coordination and training of
staff capable of planning, design, and public financing.
The documented approaches to the upgrading of low-income settlement transport

infrastructure, and improving the mobility of the low-income population, are two means of
providing immediate benefits to the poor. In both cases the focus is on improving the
transport system available to poor people rather than to vehicles. They can easily be
targeted on specific locations.
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Urban transport is influenced by the layout of the city. Cities in developing countries are
mega cities with strong integration of activities. The urban goods and person flows are
dependent on the organization of the city.
Most weaknesses in urban transport policy implementation in developing countries stem from
inadequate administrative and institutional arrangements. To address these issues, both the
vertical and horizontal perspectives need to be considered.
The reduction of barriers to the supply of informal transport services is advantageous subject
to reasonable and enforceable levels of safety.
It is important that the orientation of investment identification and planning, be changed from
a focus on vehicles to one on people.
The most effective immediate pro-poor policies would combine; (i) restoration of an efficient
network of walking routes by rebuilding sidewalks and construction of missing links,
especially footbridges; (ii) direct targeting of the severe access problems experienced in the
informal settlements; and (iii) measures to reduce accidents on the arterial roads where they
are concentrated.
Labour intensive working methods can be regarded as the cheapest and most effective
working methods for developing countries.
The ‘learning by doing’ approach would imply that feed back stages are an essential part of
the process.
Education and awareness activities should be combined with other interventions since they
seem to have little impact when carried out in isolation.
Unlike Western strategies that are often based on the creation of independent districts with
their own segregated residential, commercial and industrial zones, developing countries
urban transport strategies should be based on the mixed mode of urban functions.
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2.2 Local Experiences in Urban Transport Planning and Traffic Management,

In the past, public transport was one of the sectors highly centralized and administrated by
the then Public Transport Corporation under the Ministry of Transport and Communication.
Among the major towns in the country only Addis Ababa and Jimma are provided with city
bus services, while the other major towns are served by private minibus, taxis, traditional and
intermediate modes of transport like pack animals, cart, and bicycles. Currently, with the
overall change of macro-economic policy, there has been a general shift in the public
transport activities from central manipulation to regional operation with meaningful
participation of the private sector. As a result, numerous public transport associations have
been emerging.
Rail transport is one of the most important modes of modern transport, which is being used
dominantly next to road and air transports in the Country. The railway transport system from
Addis Ababa to Djibouti Via Dire Dawa, is the only rail transport in Ethiopia.
Ethiopia has experienced the highest traffic accidents as measured by fatality rate in the
world. About 155 deaths for 10,000 motor vehicles per year have been registered as against
30 to 60 fatalities per 10,000 motor vehicles annually in other Developing Countries.
2.2.1 Imperial Era

During the Imperial Era, the road network of the country can be characterized by radial
network centering the capital city, Addis Ababa to different ports, resource areas, and
regionally important emerging towns and historical sites. Following these radial roads major
Ethiopian towns emerged. On top of these, the coming into being of the Ethio-Djibouti
Railway line in 1901 has contributed to the emergence of nationally important route in the
eastern part of the country. It was in this era that the current major trunk roads running to
different corners of the country have come into function.
Urban plans of this era mainly focused on spatial land use planning where transport planning
was dealt with in the road network planning. The 40-towns master plans of the mid 1960s by
the Italians are an important case of consideration in this regard.
These plans did not deal adequately with transport facilities like bus and truck terminals,
warehouses, parking, junctions, and traffic control points as an integral part of the transport
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terminals (MUDH-NUPI, 1986). Moreover, they paid little attention to integrate urban
transport with regional transport system.
2.2.2 Dergue Regime

A major breakthrough in urban transport planning had been observed in the 1986 Addis
Ababa Mater Plan (AAMP). AAMP had considered the Regional Metropolitan Transport
System; the road network; public transport services and basic infrastructures; future urban
mobility scenarios; integration of road infrastructure with public utilities; mass transit
consisting of metropolitan railway system, a trolley bus service and the main bus system.
Though not included in the key projects of AAMP, the development of air transport system
had been given due attention from the point of enhancing the international image of the City
and serving as hub of air transport in the regional network of Africa air transport. Further,
AAMP considered key projects priorities and implementation programs though it failed to
provide detail action plans for its implementation.
Following the AAMP, many urban plans were prepared by the National Urban Planning
Institute (NUPI) and Regional Works and Urban Development Bureaus. In these plans urban
transport planning has only been treated insignificantly. Absence of clear, holistic and
standardized urban transport planning, and the low-level urban management capacity are the
key factors for this insignificance. It is worth mentioning at this juncture that rail and port (air,
lake and river, inland) transport are neglected although their contribution to the local and
regional economy is proven significant.
In the preparations of these plans efforts have also been made to address regional transport
planning with particular emphasis on road network and rarely air transport.
2.2.3 Current Planning Practices

The Federal Road sector Development program: An important current practice in
transport planning and traffic management is the implementation of Road Sector
Development Program (1997-2002). In this program the prime focus of the Government was
to create adequate capacity in the road sub sector to facilitate and hasten the economic
recovery process and restore the essential road networks to an acceptable condition.
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The second phase of RSDP (2002-2007) emphasizes on improving the road network
connecting different regions of the country and addresses transport issue of rural villages
through Ethiopian Rural Travel and Transport Sub Program.
The Federal Road Sector Programs are consistent with the economic policy of the country
favoring Agricultural Development Led Industrialization (ADLI) Policy, which adheres to
achieve food sufficiency, poverty alleviation and widen social service coverage in the
country.
Except for the traffic surveys conducted by Cesen in 1982; by Akerman in 2001 as part of
Addis Ababa Ring Road Phase 3 project; and by CAS in 2005, there were no significant
traffic count efforts made for urban transport planning. These traffic counts were used as
inputs for urban transport studies during the preparations of the two city master plans in 1986
and in 2001.
At the national level, ERA has been holding traffic count survey three times a year on all
trunk and link roads sections under its responsibility for their maintenance. It is important to
note at this juncture that the survey is made in order to make information on volume and
composition of vehicular traffic available for various purpose of decision in road Maintenance
and improvement, planning and management (ERA, 2002).
One important effort in up keeping the quality and standardization of urban plans in Ethiopia
is the preparation of national urban planning and implementation manual. The manual
considers, among others, design and planning norms and standards for road transport and
utility networks. It rather concentrates on road transport and related facilities with little
attention to other modes of transport.
FUPI (the former NUPI) has been developing urban planning methodological approaches.
Accordingly, process of urban planning with reference to federal level practice can be
summarized as follows:
 FUPI requests the regions to prioritize their towns for urban planning in response
to five years development plans of the country;
 Regions prioritize their towns and express their interest to the Prime Minister
Office;
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 The Prime Minister Office after approving the interest of regions sends to NUPI
for action
 FUPI again taking into account its capacity and the strategic direction of the
Government, develop a five year action plan, and subsequent annual
implementation (operational) plans;
 Accordingly, the Institute organizes a planning team for the selected towns
drawing from the five line departments: Population and Social Affairs; Physical
and Environmental Affairs; Economic Affairs; Urban Design and Topographic and
Engineering Departments. Although all departments contribute to the transport
planning and traffic management, particularly the first three departments are
usually responsible for socio economic aspects while the last two are accountable
to the physical design considerations.
 Conduct data collection. It is at this stage that the level of participation of different
stakeholders is accommodated in the form of focus group discussion to define
hinterland of the project town and measure the level of interaction; [Rarely
conduct fact finding assessment or reconnaissance survey on the study town;]
 Within the defined urban region; survey the existing transport modes, road
network; and traffic count whenever appropriate. Update the road network and
transport map; indicate pictures showing existing transport condition and facilities;
 Analyze the data collected and develop alternative scenario of transport
development for the planning period, organize and conduct in house presentation
on the draft study report;
 Accommodating the feed-back gained along in house discussion and prepares
draft plans.
 Organize and conduct meeting on the project town comprising all stakeholders.
This is the second option where significant level of stakeholder participation is
largely entertained;
 Taking the feedback from stakeholders finalize final form of the plan Finally, FUPI
provides the plan for respective Regional Bureau of Works and Urban
Development or the Regional States;
 Municipalities and Regional Bureaus of Works and Urban Development in their
own priority and financial capacity construct the proposed road network until the
end of the plan period.
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Initiation Prim minister approves

 FUPI prepares plan of and send to FUPI
action
 FUPI request regions 5
years priority Regions prepare 5 year
priority and send it to PM
Data collection offices
 FUPI organize a project
team
 Conduct reconnaissance
survey
 Conduct data collection Implementation and
Initiation
 Municipalities request for
Analyze the data collected plan and revision of plan
 Plan implementation
Plan Preparation:
 Develop alternative scenario
 Draft Plan preparation
 Organize and conduct in house
presentation on the draft study
report
 NUPI organize and conduct
meeting on the project town
comprising all stakeholders
 Finalize the Plan based on the
feedback
Plan handover to regional Works

and Urban Development Bureaus
Fig. 3 URBAN PLAN PREPARATION PROCESS BY NUPI (FUPI)
Currently there is a national effort to adopt the IDP approach in the overall urban planning
activities. This new paradigmatic shift is spearheaded by FUPI and pilot projects have been
launched in regional towns. The IDP is believed to be an important tool to bring about an
integrated urban transport planning integrated with other urban plans.
Regional Bureaus of Works and Urban Development as plan making bodies usually follow
the same pattern of NUPI’s planning processes.
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The Office of for Revision of Addis Ababa Master Plan (ORAAMP) and Adama Master Plan
Revision Project (AMPRP) attempted to correct the backdrop of the previous planning
exercises and adhered to a strategic structure planning approach. They identified
transportation and traffic management as one of the major strategic issues, and dealt with in
depth in the structure plan, in the strategic Development framework, strategic Development
Action Plan and in the subsequent Local Development plans. The east-west and north-south
axes were identified as dedicated bus lane routes that could potentially develop into urban
rail system. A feasibility study has been conducted by Simaley to further detail the proposals
of the east –west axis. The Addis Ababa – Hinterland Linkage treated the regional transport
issues tangentially. There was little effort done to integrate the railway line to other urban
modes of transport.
In most Ethiopian urban planning exercises urban road network is functionally classified as:
Express or motorway, Principal Arterial, Minor Arterial, Collector, and Local street.
2.2.4 Existing Urban Transport Planning and Traffic Management Considerations

Spatial Considerations: The local transport planning and traffic management practice
focuses only on the physical lay out of road network. In some important cities, there have
also been efforts made to integrate airport locations as part of urban transport means.
Similarly, in some towns located in Eastern part of Ethiopia where the great Ethio-Djibouti
railway crosses including Addis Ababa, Debrezeit, Adama, and Shinile maximum efforts were
made to maintain the railway and terminals be compatible with other land uses. However,
although the importance of animal transport and walking is recognized long ago, and
appreciated as dominant means of transport in Ethiopia, the prevailing physical oriented
urban plans gave little attention to it.
Urban transport planning and traffic management so far is considered as a partial fulfillment
for crafting a master, or development or an action plan. The major spatial considerations so
far exercised in urban transport planning are: Topographic considerations; assignment of
route location with the possible minimum drainage intercepts; assigning geologically stable
land configuration; integrating centers with the possible shortest links; considering the
existing settlement structure vis-à-vis creation of compact morphology of a town and;
Identifying natural and man-made constraints.
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Socio-economic Considerations: Urban transport planning practices in the past pays little
attention to socio-economic issue that addresses the preferred mode of transport affordable
to large majority of the citizens. Moreover, employment structure, household size, terms of
trade of imported goods and tax structure are some of the most important neglected issues in
the previous urban transport planning practices.
Environmental Considerations: The issues of environmental concern in urban transport

planning and traffic management is reflected on and explained in different forms. As widely
observed on local urban plans urban green is one of the most important areas of concern.
Urban greenery is incorporated within transport and road planning to protect the pedestrians
from the hot sun strike and thereby encourage walking, to serve as a wind break and protect
from the dusty materials emerging from the carriageway during vehicle movements and
windy days. On top of these, urban green serves as means to reduce the flood hazard and
moderate the micro climate. But despite the understanding of the need and despite the due
concerns given on the plans, in towns reviewed, urban green is addressed along the median
roads where they can not give sheds to the pedestrians and cyclists while the dominant
mode of transport in these cities are walking and cycling. It is a vivid reflection of poor
implementation of planning.
In these plans there are attempts to minimize the effect of erosion and encourage safe flow
of storm water to move harmoniously with urban settlement pattern/land use.
Notwithstanding the attempts in bringing up integrated urban transport system as part of the
overall urban planning process, key problems associated with environmental issues are:
 Topographic inconveniences for road construction;
 Route location along unsuitable slopes;
 Absence of soil test results as an input for construction of roads;
 Low design standard roads;
 Absence of adequate drainage and sewerage structures, and poor management;
 The growing problem and neglect of pollution as a result of increasing size of aged
vehicles;
 Inappropriate location of garages, filling stations and oil depots that potentially
pollute down stream surface water, ground water reserve.
Financial Issue Considerations: Current Urban transport planning and traffic management
practices do not adequately indicate the amount of money required, sources of finances and
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how to raise funds for effective implementation of a plan. One exception is the experience of
Addis Ababa Master Plan Revision Project, where a 10 year and a 5 year strategic action
plans were prepared, rough cost estimations made, potential sources indicated, and key
projects were identified.
Legal and Institutional Considerations: Urban transport planning and traffic management
as part of the overall urban development plans lacked binding legal frameworks and
responsible running institutions. In most cases, it is the physical plans and supportive written
descriptions that serve as references and partially used as a regulatory framework in some
towns (when one felt the need).
The road transport policy before 1974 can be defined as regulated private market, while the
policies between 1974 and 1991 and the time since 1991 can be designated as regulated
state market and deregulated private market, respectively.
A survey report on Road Transport Regulation in Ethiopia has revealed that about 12
Proclamation and 37 Regulations have been crafted since 1942. Among the 49 laws which
have direct relevance to road transport in Ethiopia, about ten are repealed or replaced so far
(RTA, 2000).
Transport and transport related institutions currently playing active roles are:
 Ministry of Transport and Communication
 Ministry of Urban Works and Development
 Ethiopian Road Authority;
 Civil Aviation Authority;
 Road Transport Authority;
 Road Fund Office; and
 National Petroleum Reserve Depots Administration.
 The Regional Transport and Road Authorities.
The essence of traffic management in Ethiopian context is the Ethiopian Road Code. The
code consists of seventeen parts: The code sets standards for traffic rules signals, usage of
roads, speed limit. However, Traffic Management in Addis Ababa is experienced by
Municipal Committee arrangements formed by the City Roads Authority, the Addis Ababa
Transport Bureau, and the Traffic Police (RTA, 2000).
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Ministry of Interior (before 1974), Ministry of Housing and Urban Development (1974 -1991),
Ministry of Works and Urban Development (1991-2002), Ministry and Regional Bureaus of
Works and Urban Development (since 2002 to date) are the major actors in urban planning.
Currently, the prominent actor in urban planning, among others, is the National Urban
Planning Institute (NUPI), which was under the auspicious of Ministry of Federal Affairs.
NUPI very recently has changed its name in to “Federal Urban Planning Institute” and is
under the Ministry of Works and Urban Development.
Except those trunk and link roads and some rural road planned and implemented by
Ethiopian Road Authority and Regional Road Authorities, intra-urban road network at
city/town level is a function of the municipalities and the Works and Urban Development
Bureaus and Zonal Works and Urban Development Departments. Although encouraging sign
of participation is observed in road development, the benefit from the private sector and the
community is not yet tapped to the desired level. The planning exercises were not
adequately participatory and the involvement of basic actors in the implementation of the
plans is minimal. It is only a recent practice that there are fragmented efforts of participation
and partnerships of the civil society, NGOs, the Government, the private sector and the
community in improving mobility and residential environmental quality.
Urban Transport Planning Monitoring and Evolution: Monitoring and evaluation practices
in both urban plan preparation and implementation are least considered. As a result timely
adjustment of planning methodologies, revision exercises, and partial correction measures
could not be sought. Because of these gaps that urban transport planning and
implementation exercises are incapable to accommodate the ever-changing urban
dynamism.
One most probable reason for the negligence of monitoring and evaluation of urban planning
and implementation exercises is the exclusion of such mandates from proclamation 315/87.
NUPI had tried to institutionalize monitoring and evaluation activities by establishing a plan
and implementation monitoring and evaluation unit within the then Urban Planning
Directorate during the Transition period 1991-1992. But the unit could not go far because of
the restructuring of NUPI into five line departments.
Through time, in due recognition of the importance of evaluation in 1998, NUPI had
conducted an interim appraisal of implementation problems, and came up with critical
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findings that, inter alia, underlined the importance of monitoring and evaluation in urban
transport planning and traffic management.
2.2.5. Gaps Observed from Review of Local Urban Transport Planning and Traffic
Management
 Urban transport planning and traffic management is usually carried on as part of
urban development plan as a means to support land use plans. Major emphasis is
given only on physical aspect of mainly roads, Non-motorized and intermediate
means of transport are given little attention.
 It is largely considered as a function of the Government and thus other urban
development actors (the community, the private sector) and influential stakeholders
are not adequately communicated.
 Environmental, institutions, and supportive legal aspects were not adequately
addressed in most urban planning exercises.
 Vertical and horizontal integration of plans were poor, failure in transport integration
between urban areas and their surrounding hinterlands; no infrastructure integration
neither at general planning nor at action plan level.
 The master plans were criticized for not being visionary and flexible to
accommodate changes (Makele 10 years forecasted development boundary were
fully covered 5 year before the forecast, Axum MP doesn’t forecasted University on
other and the like). So plans are violated during implementation.
 There is low financial and manpower capacity at all level.
 There were no proper approval and handing-over of plans to the municipalities;
there were no inbuilt monitoring and evaluation mechanisms. In the process no
plan impact and outcome assessment is conducted.
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CHAPTER 3
3. URBAN TRANSPORT PLANNING AND TRAFFIC MANAGEMENT

CONCEPTION
3.1. General
In urban Ethiopian context urban transport and traffic management planning will have dual
purposes - as the backbone of economic and social development, and as facilitator of
smooth mobility and efficient and effective traffic management.
The Integrated Development Planning approach is a viable tool for urban transport and
traffic management planning in urban Ethiopia. Due to the low level of economic
development, transport planning should be integrated with other development planning
processes at the national, regional and urban levels. Since it lays the backbone and
circulatory system of an urban center, its soft and hard component parts (the infrastructure,
the modes, the systems, etc.) should be adequately integrated and consistent to serve its
objectives.
A critical strategic focus should be on the integration of the motorized mode of transport with
the non-motorized including the pedestrian mode. This is to be given more attention for 1st
and 2nd level urban centers.
Urban transport planning is not merely to be integrated with other urban plans; rather it is to
be taken at the heart of integration, as the background for ensuring integrated development.
3.2. Definition
For this manual purpose we defined urban transport as a process of moving mobile matter
through variety of means in an urban setting. Urban Transport may be considered as one of
the major integrating soft component of urban functions. And Traffic management as the art
& science of managing the smooth & efficient flow of moving matter in an urban transport
Network.
Urban transport system consists basically of four major component parts:-

1. Infrastructure
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 The physical passages:- lines, routes, conduits, tunnels through which mobile
matter move
 Junctions and connections such as squares, T’s or crossings where a number
of passages or lines meet.
 Terminals /service stations, spaces and the accompanying physical
infrastructure where moving matter stop to load and/ or unload, make transit and
get services.
 Traffic signs are physical structures placed in an urban transport network to
caution of or to prohibit the traffic from a certain (mobility) activity.
2. Transport Modes (Mobile matter):

 Moving equipments, machineries or animals or pedestrians that carry other
matter (goods/ or passenger) through (transport network)
 The goods/ or passenger carried by equipments machineries or animals.
3. Network is a system of transport lines, junctions and terminals integrated with their
interrelations in terms of hierarchy, size, function, typology, etc so that smooth and
efficient traffic flow is secured.
4. Services are the soft components expressed mainly though traffic management and
enabling support activities.
3.3. Contents
Contents of urban transport and traffic management plan are:
 Infrastructure plan expressed mainly in the form of spatial/ physical plans
 System and services plan
 Standards and regulations
 Implementation strategies mainly focusing on institutional arrangements,
resources mobilization (human, financial, etc.) and enforcements.
3.4. Key Tenets

Sustainability: Transport planning and traffic management have far-reaching socioeconomic
and environmental consequence. They should thus give emphasis to the long-term
development visions while balancing with the short term mobility needs.
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Stakeholder Participation and partnership: Participation of stakeholders should be

ensured in the whole process of Programs and projects from initiation to completion giving
particular emphasis to the informal sector NMT and the urban poor in an institutionalized
manner.
Application of the IDP Approach: It the need for integration is more pronounced in urban
transport planning. It should be approached in an integrated and holistic fashion where the
component parts are internally consistent and mutually reinforcing. It may play a flagship role
in enhancing the planning and development of other sectors. Integration is also sought in
ensuring implementation through well thought and crafted institutional arrangements,
resources management and enforcement mechanisms.
The adoption of Incremental and Flexible Approach: Due to resource limitations (finance,
human, institutional, information and knowledge) and the dynamism of the urban needs,
urban transport planning should adopt an incremental and process based approach and be
able to accommodate arising needs in the future. Moreover, its flexibility is expected to
enable the manual to be applicable to the Ethiopian urban context from all perspectives of
socio-economic, environmental, physical, institutional, and legal points of view.
Simplicity: The manual should be easily understood and applied by the end users.
Promotion of Good Governance: For the proper application of the manual, there should be
appropriate levels of good governance manifested in the principles of transparency,
accountability, and capacity at local levels. There is also the need to streamline the local,
regional and federal level governance structures.
3.5. Paradigm Shifts in Transport Planning and Traffic Management Concepts

The move towards a more integrated approach to planning has resulted in some
fundamental shifts in the way transport planning is approached.
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Table 2. Paradigmatic shift in UTPTM

From… To …
Focus only to meet the needs of
consider the needs of future generations
Current generation >>
Planning transport and land use Planning transport and land use concurrently
separately
>> and iteratively
Accepting or mitigating the
negative impacts of transport on
>> conserve and enhance the natural
environment
the natural environment
A focus on mobility (the movement
of people and goods)
>> A focus on both mobility and access (to
people, places, goods and services)
Responding to and Supplying new Making best use of existing infrastructure and
transport infrastructure and
>> services and Influencing and managing the
services demands
Separate planning based on who
owns and operates infrastructure
>> Collaborative planning based on achieving
good system-wide outcomes
and services
Focus on movement of vehicles >> Focus on movement of people
Source: Adapted from Queensland (2003) PP.13.
Integration as a major paradigmatic shift

Integration across sectors, levels of planning, locations, decisions makers and solutions is
essential for successful integrated transport planning. There are two main aspects to this
integration – vertical integration and horizontal integration – as shown below.
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HORIZONTAL INTEGRATION
Integrate transport with other sectors and adjoining locations
NATIONAL
Top down: Incorporate direction, knowledge and
Other planning Transport Land use
Bottom up: Incorporate local needs, knowledge

priorities from higher-order planning
and priorities from lower-order planning

STATE
VERTICAL INTEGRATION
VERTICAL INTEGRATION
REGIONAL
LOCAL
SITE SPECIFIC
Fig. 4. Integration of UTTM
Source: Adapted from Queensland (2003) PP. 12.
Vertical integration is about taking direction, knowledge and priorities from other levels of
planning into account (top down and bottom up). Higher-order planning should influence
more localized planning. This ensures that specific localized planning contributes to achieving
higher-order planning and priorities.
The reverse also applies. Each local area is unique and local needs, knowledge, solutions
and priorities need to inform and influence higher-order planning and priorities.
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Horizontal integration focuses on integrating transport planning, land use planning and
planning for other areas, such as economic development, education and health. This
involves making sure decisions made in one sector complement, and does not compromise,
decision or interests in another. Ways to plan for this include ensuring consistent land use
decisions are made across local government boundaries, and consistent and complementary
policy decisions are made across sectors and agencies.
Integration also means considering planning choices as a total package, rather than
considering them in isolation. Planning the best transport outcome means selecting the right
package of complementary measures.
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CHAPTER 4
4. PROVISIONS AND TOOLS

4.1 General provisions: The following are key provisions for considerations in UTTM
Planning
 Promoting services which meet the needs of as many people as possible.
 Improving interchange between modes and forms of transport
 Encourage more cycling and walking, through “cycle and walking friendly” initiatives
and education of all road uses.
 Balance priorities between modes,
 Provide for vulnerable users
 Widening personal travel choices by developing countries a combination of walking,
cycling, bus and Para transit
 Improving travel safety
o Considerations of determinant factors: Technical factors (topography slope);
Economic factors; Social factor and Environmental factors.
 Allocation of 15 to 25 percent of the urbanized areas for road space.
4.2 Strategic Options

A scan should be done of the full range of potential options. In some cases, an option may
be a package of proposed measures.
The table 3 provides some examples of potential options, involving many elements of the
transport system. A wide range of measures and tools are also highlighted at the end of the
directions and principles section. They provide a useful overview of potential options, but
options should be tailored to fit specific circumstances.
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Table 3. Some examples of strategic options

OPTIONS EXAMPLES
Manage land use Influence land use to get better transport outcomes
Influence travel Influence travel choices, improve driver behavior,
demand introduce educational measures
New services, changes to existing services, better services coordination and
integrated ticketing, fares and information
Manage operations
Manage the use of infrastructure and services (for example, controlling local
on
access points to freight routes, providing priority for vehicles such as public
existing
transport)
infrastructure
Apply new technologies (for example, real-time travel information, traffic
management, freight and fleet management, and electronic toll collection)
Provide necessary
Provide new infrastructure such as roads, rail lines, terminals, bus stops, cycle ways
new
Upgrade/maintain existing infrastructure
infrastructure
Freight – tuck, train, pipe, conveyor, ship, plane
Consider different
Passenger – car, bus, train, plane, bike, walk
modes
Modal interchanges
4.3. Transport Planning and Traffic Management Standards

4.3.1. Mode of Transport selection and Location of Facilities standards
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Table 4. Criteria in the selection of modes of transport and facilities locations:

Issues Criterion
 Technical factors: topography slope is determinant factor for choice of modes for example bicycle
selection of modes of transport
requires relatively plain landscape, space requirements of the modes and availability of space and
traffic considerations
 Economic factors: economic and financial feasibility of the modes.
 Social factor: The benefits of transport infrastructure products must be equitably shared by all section
of community.
 Environmental factors: Environmental implications of the selected modes of transport
 Long term environmental impact

Regional passenger terminal
 Economic significance and impact

 Integration with the city structure, land use and overall city development concept
locations selection
 Coordination and integration with other intra-urban and inter-urban transport systems and other
necessary services
 Comfort to commuters (in terms of accessibility, commuting cost distance and time)
 Existing and forecasted demand
 Proximity to industrial and warehouse zones and locations and related services (like customs, airport)
Freight terminal
 Integration with the city structure, land use and overall city development concept
 Coordination and integration with other intra-urban and inter-urban transport systems
selection
location
 Existing and forecasted demand
 Traffic considerations
 Existing and planned land use
planning of road networks and
 Physical and topographic features

 Mode of transportation
Determining road width
 Existing adjacent structure

 Number of pedestrians and other non motorized flow
 Utility provision
 Environmental impacts
 Road network density
 Length of road connectivity to different areas
 Social and environmental features and Cost
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4.3.2. Segregation versus integration

In general there are three options for separation or integration of various means of transport:
Mixed traffic: Here, no single mode of transport has an exclusive right to use (specific parts
of) the road; it refers to a full integrated transport system. This mode may be applied where
the traffic volume is small, on local and collector roads
Visual segregation: The second option is a bicycle/pedestrian lane where a strip on the
carriageway is reserved for bicyclists or pedestrians. Though the facility is meant to be for
pedestrians or cyclists only, one can not speak of a full segregation, since the facility can
easily be used by other means of transport.
Physical segregation: The third option is a sidewalk for pedestrians or bicycle track for
cyclists. Here the exclusive right of the pedestrian or cyclist is recognized. The track can not
(or only very difficult) be accesses by motorized transport. Though the track or path itself is
uni-modal, at intersections one will always have to deal with other means of transport. The
following table specifies the preferred type of segregation corresponding the urban level and
road classification
Table 5. Segregation/Integration of Traffic
Road
No. Type of Segregation Urban Level Remarks
Classification
Local Roads
1st level
Collector Roads
Local Roads
01 Mixed/Integrated 2nd Level
Collector Roads
rd
3 Level and
Local Roads
higher
1st level Arterial Roads
2nd Level Arterial Roads
02 Visual Segregation
3rd Level and
Collector Roads
higher
3rd Level and
03 Physical Segregation Arterials
higher
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Table 6. Directions and Principles in Transport Planning and Traffic

Management
POSSIBLE MEASURES AND TOOLS TO IMPLEMENT THE DIRECTIONS AND
DIRECTIONS PRINCIPLES
PRINCIPLES
Economic, social and

outcomes for current
Make planning Direct resources to the areas of greatest need and benefit
decisions financially  Select the most cost-effective way of archiving the desired outcomes

1 Support good
responsible Match solutions to available or predicted funding levels

environmental
 provide fair, equitable and affordable access for all via walking,
generations
Share the benefits and

and future
cycling, public transport an car (including those people who

costs equitably within
experience barriers to access and mobility due to factors such as
and across current
location, health, income, age)
and future generations
 Consider use-pays mechanisms
 Consider all modes and select the right mode for the transport
 Provide connections between modes and services, public transport
stops and interchanges; park and ride facilities; integrated ticketing,
Integrate infrastructure and coordinated services’ walking and cycling networks linked to
and services across all road and public transport networks, and inter-modal freight
2 Integrate the transport system
modes terminals;
 Integrate new transport networks with existing networks
 Eliminate missing links in transport networks-for example, key
walking or cycling links
 Manage demand and influence travel choices
Make best use of
 Provide priority to preferred modes-for
existing infrastructure
 Identify opportunities for multiple uses of infrastructure and corridor
and services first
land
 Develop and implement strong integrated policy positions,
legislation, standards and systems
 Actively participate in whole-of-government policy and planning
Provide an effective
processes
policy environment for
 Provide open mechanisms for raising, reviewing and developing
transport leadership
policy options
and direction
 Engage stakeholders and keep them informed in the policy
development process, including stakeholders responsible for policy
implementations (see direction 5)
 ensure development patterns involve logical extensions of existing
3, Integrate transport and
transport networks, including public transport, cycling and walking

networks
 locate major generators of travel in urban centers close to major
Identify preferred public transit nodes
sequences and  Locate areas identified for increased densities or urban regeneration
locations in areas with good accessibility by public transport, walking and
cycling
land use
 locate freight-generating land uses and economic development

areas close to major highways, rail lines, ports or other transport
infrastructure
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 locate areas requiring high levels of accessibility near existing major

transit nodes
 locate everyday facilities in local centers that are accessible by
Match land use walking and cycling
activity, location,  encourage mixed-use development around major transit nodes to
densities and design encourage multiple access to services in the same area, and reduce
with transport routes the need for travel
and services  identify and encourage locations for increased densities based on
existing public transport nodes
 Support major generators of travel demand with suitable transport
infrastructure and services
 Develop effective relationships with industry to identify the transport
needs of futures developments early and work through issues
collaboratively
Anticipate and
 anticipate the likely timing and transport needs of future
influence transport
developments to provide enough certainty for governments and
needs and impacts of
industry to make investment decisions
future developments
 influence the location of suitable development better match existing
infrastructure and services and allow for logical extensions to the
transport network
Collaborate across  collaborate with other government agencies to coordinate land uses,
governments and infrastructure, transport and other planning to achieve good whole-
4, Integra transport and
industry to take other of-government outcomes

planning and priorities  take into account other planning and priorities across all levels of
into account government and industry when making transport decisions
other planning
Collaborate across  influence other planning across all levels of government and the
governments and sector to take transport impacts into account when making decisions
industry to ensure  influence the location and site planning of services, such as hospitals
others take transport and schools, to improve accessibility and reduce impacts on traffic
planning and impacts  engage and develop effective partnerships to identify other planning
into account and priorities
 jointly develop and agree on desired outcomes and objectives, roles
partnerships across governments, industry
and responsibilities, and the scope and method of engagement with

planning partners
 identify stakeholders and develop an plan of action for engaging
Develop an open and
these stakeholders early
accountable process
5, Engage and develop effective
 build in processes for continuous learning-for example, build on

learning and information from previous studies, and seek feedback
on the processes used to engage stakeholders and conduct the
study
 build stakeholder capacity to effectively participate in transport
and the community
Build stakeholder planning and delivery processes

capacity to engage,  build flexibility and responsiveness into the engagement process and
and tailor the process planning exercise so that it can be adjusted to meet the needs of
to facilitate effective stakeholders or deal with emerging issues
participation  tailor the process, tools and techniques to meet the needs of
stakeholders
 manage stakeholder expectations about the planning process and its
Understand and outcomes
manage stakeholder  clarify the roles, responsibilities and expectations of all participants in
needs and the planning exercise
expectations  keep stakeholders informed and updated on the planning exercise
and its outcomes
Source: Adapted from Queensland (2003)PP. 41-48
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Table 7. Transport system performance Indicators
DESIRED
SOME POSSIBLE OUTCOME PERFORMANCE INDICATIORS
OUTCOME
- Delays for vehicles (by type) at intersections
- Delays for pedestrians at road crossing
Economic growth, - Average time and money costs of journeys actually undertaken
efficiency and - Variability in journey time (by type of journey)
effectiveness - Costs of operating different transport services
- Indicators fro access and mobility by area and economic sector
- Tax revenue from vehicle use
 Personal injury accidents by user type per person or per vehicle-

kilometer traveled
Health, safety  Security incidents per person or vehicle-kilometer traveled
and security  Perceptions of security while traveling
 Percentage of trips/travel made by not-motorized modes (cycling
or walking)
 Activities (by type within a given time and money cost for a
specified origin and mode
Access and  Costs of travel to activities (by type) from a specified origin by a
mobility specified mode
 Indicators as above, considered separately for different impact groups
 Noise levels
 Vibration
Environmental  Levels of different air quality (local) pollutants
responsibility  Greenhouse gas emissions
 Fuel consumption for the area as a whole
 Other environmental considerations
Livability,  Perceptions of security while traveling
Connectively and  Perceptions of community severance
Amenity  Visual intrusion
 Townscape quality (subjective)
Source: Adapted from May, T, and Taylor, M.( 2002)
4.3.3. Road Pattern Standards:

There are five basic road pattern standards:
a. Radial pattern of roads: This kind of pattern tends to channel and concentrate the traffic
movement to a square or a place. This kind of pattern concentrates business and
activities in the central places and squares. Traffic might be concentrated and therefore
congestion problem might occur unless alternative linkages are developed such as the
ring roads are important to distribute the traffic flows.
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Spider web radial road pattern Circular radial road pattern Oval radial road pattern
Fig 5 Radial road pattern

Source: Adapted from May, T, and Taylor, M., (2002
b. Grid pattern of roads: In this pattern straight and continuous roads are arranged in a
parallel manner with certain spacing, crossing at 90 degree with another row of parallel
straight and continuous roads. Traffic flow in this pattern is distributed in every direction.
Fig. 6 Grid road pattern
Source: Adapted from May, T, and Taylor, M., (2002)
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Format No. 1. Options evaluation Format
Value out of 10.

Criteria Type Option 1 Option 2 Option 3
Objective – such as reducing the number of
traffic accidents
Subjective – such as the quality of public

transport services
monetary – such as the cost of the option
Non-monetary – such as environmental,

social or cultural impacts.
strategic fit of the option with existing plans,

policies and projects
intergenerational consequences
ability to finance the option
ability to make some early gains to

encourage perseverance with other actions
ability to respond if an alternative future

eventuates
ability to accommodate changing needs
capacity to provide sufficient certainty for

industry and the community
Sum
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c. Loophole road pattern: This kind of pattern is used

especially when there is a constraint for expansion
(like gorge, mountain ...etc) on the right and left side
of the main road forcing the city and its road network
to follow a linear pattern of development (like a bay).
Linear town
In this case loophole road pattern could be convenient
to connect the areas along the sides of the main road.
This kind of pattern is fit for linear towns and star
shaped towns. Where there is a difficulty of getting
short-cut paths and alternative routes.
This kind of pattern is also designed for quiet

residential neighborhoods treated by cul-de-sacs
Star shaped
discouraging through traffic flows, In this kind of town
pattern traffic flow is strictly conveyed to the main
Fig. 7. Linear road
road or the collector street. pattern
d. Organic pattern of road: In this pattern roads are

winding forming acute curves & odd junctions. This
kind of pattern is observed in spontaneously formed &
developed cities and because of topographic
constraints. This kind of pattern fits with difficult
topographic conditions that oblige the road network to
follow an organic pattern.
Fig. 8 Organic road pattern

Narrow passageway and bottlenecks might
occur; wastage of spaces, costly for infrastructure
provision and congestion could be the
disadvantages of such kind of pattern. It could
even be difficult for vehicular movement unless
the curves are implemented according to
standards.
e. Mixed pattern (grid and radial) Fig. 9 Mixed road pattern
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4.3.4. Standards for different modes of transport:

Table 8. Streets Spacing Standards
Standard Spacing
No Streets
Core area Intermediate area Expansion area
1 Express way: 1-1.5km 1.5-2km 2-3km
2 Arterial 0.5-0.8km 0.8-1km 1-1.5km
3 Collector Street 100-500m 200-500m 300-500m
4 Local Street 80-150m 100-150m 100-200m
Depending on the Depending on the
Depending on the size
5 Access roads size of specific size of specific
of specific block
block block
NB: Km: Kilo meter
M: Meter
Table 9. Recommended design and ceiling speed

Design
Width Ceiling speed
Class of Road speed
(meter) (km/hr.)
(km/hr.)
Principal arterial
Free ways > 60 100-120 Not applicable
streets
Vehicles only 50 - 60 70 - 100 Not applicable
Mixed usage (high order) 40 - 50 60 - 80 50 - 60
Mixed usage (middle
Sub-arterial streets 25 - 40 40 - 60 30 - 50
order)
Collector streets Mixed usage (low order) 15 - 25 30 20 - 30
Local streets 8 - 15 <30 < 20
NB: KM/Hr.: Kilo meter per hour
 The radius of round about island should not be less than 8 meters and for
greater carriage ways it should not be greater than one third of the outer
carriage way
 The minimum horizontal alignment curvature of a road for design speed of 60
km/h radius is 150 meter (allowable urban speed) and for high speed (80-
100km/h) minimum radius is 230m.
 The gradient of continuous ramps for pedestrian ways should not be steeper
than 10%
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Table 10. Gradient, lane and curvature standards.

Lane Junction
Gradient
Mode of Transport Width Curvature
(%)
(meter) (meter)
Motorized vehicle 12 > 2.5 7-15
Articulated and trolley
13 12
Bus
Tram way 7-10 25
Non – Motorized vehicle 5 2
Pedestrian 10 3 -
Different junction types will be appropriate under different circumstances depending on traffic
flows, speeds, and site limitations. Types of junctions include:
1) T-Junctions
2) Cross-Junctions
3) Roundabouts junctions
4) Grade-Separated Junction
4.3.5. General Guidelines for Location of Intersection:

 A junction is considered safe when it is visible, comprehensible, and maneuverable.
These three requirements can generally be met by complying with the following
guidelines Intersections on major links of vehicle: It is with high order that requires a
minimum space of 500 m, mixed usage streets.
 On local streets: Spacing of intersections should not so close to generate a queue of
traffic extending beyond the next upstream intersection.
 Generally an intersection should not be located on a curve with a super elevation
greater than 6%.
 Also an intersection should not be located on grades steeper than 3%. If it is not
possible to locate on grades steeper than 3%, road could have steeper gradient
therefore vehicles on intersecting road have to stop or yield.
 Lateral obstruction of sight distance should also be considered when the location of
an intersection is being determined.
 Preferably, roads should meet at, or nearly at right angles.
 Angels of skew between 600 and 1200 is desirable for passenger cars. But roads
should intersect at skew angles ranging between sights to trunk drivers.
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Table 11. Pedestrian movement standards

Level of Service Pedestrians/minute Areas to be Applied on
A 1-3 Long highways and individual zones
B 4-6 All purpose roads
C 7-9 Residential areas
D 10 - 14 Business and commercial areas
E 15 - 30 Shopping frontages
4.3.6. Guidelines and standards Type of parking facilities

 On street facilities: on street curb can be divided in to two, unrestricted curb parking
and restricted curb parking. The restricted curb parking could be police controlled
(through enforcing, restriction, posted sign or meter control)
 Off-street parking facilities: there two basic type of off street parking area, surface lots
and multi floor structure. Off street parking should at least be provided within 500
meter distance along express way and arterial roads.
 Parking should be regulated while issuance of building permit based on the parking
generation of the land use type. Accordingly:
Table 12. Parking standards:

Use Type Required parking sepales
Dwelling One space per housing unit.
Industry One space per 3-20 workers
Office One space per 2-10 workers
Theater One space per 10-15 seats
Hotels One per 5 bed rooms
Table 13. Passenger Terminal Standards

Number of vehicles
Levels of Required area
No. Locations specification
Terminal Small Large in hectares
In centers and sub-centers of the

1 Level One >10 10- 25 0.37- 0.61
urban centers
On accessible areas along major
2 Level Two >26 26- 50 0.63- 1.02
roads, connected with mass transport
Far from schools, health centers and
3 Level Three >51 51- 100 1.04- 1.82
other activities/services that are
101- affected by noise generated from the
4 Level Four >101 1.86- 2.67
150 terminals.
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The area required for bus terminal has been determined on the basis of number of vehicles
(projected) to be assigned per day and facilities
Like that of the bus terminals, the level for freight terminals falls in to four categories.
Similarly, the area required for freight terminal can be determined depending mainly on the
number of vehicles with or with out trailers to park the size of administrative block to be built,
the area reserved for circulation of vehicles and pedestrians
Table 14. Freight terminal standards

No. Of vehicles Required
Levels of per day
No. Area in Locations specification
Terminal
Small Large hectares
Level Near the area where industrial activities and ware
1 >10 10- 25 0.48- 0.9
One houses are located
Level Along or near inter regional highway;
2 >26 26- 50 1.03- 1.6
Two In the intersection of outer rings and radial
Level arterials
3 >51 51- 100 1.63- 3.00
Three Far from residential services such as schools,
Level 101- health centers etc. and other activities that are
4 >101 3.73- 4.40
Four 150 affected by the noise pollution, etc.
Table 15. Carriageway Widths standards

Road
Usage Minimum Carriageway Widths (m)
Category
Minimum
Road
Parking Cycle Traffic Traffic Cycle Parking Carriageway
Reserve Median
Lane Lane Lane Lane Lane Lane width**
(meter)
(meter)
Primary 14.6 (2 lane)
Regional 30 2.2* 1.5 3.0 2.8 3.0 1.5 2.2
Arterial 20.6 (4 lane)
Secondary
District 22 2.2* 1.5 3.0 2.5* 3.0 1.5 2.2 11.8
Arterial
Collector Industrial 20 2.2 1.5* 3.0 2.5 3.0 1.5* 2.2 13.5
Residential 20 2.2 1.5* 3.0 2.5* 3.0 1.5* 2.2 11.0
Local Industrial 22 2.2 1.5* 3.0 2.5* 3.0 1.5* 2.2 11.0
Residential 20 2.2* 1.5* 3.0 2.5* 3.0 1.5* 2.2 8.8
*- Minimum width of optional components
**- Includes 300milimeter diameter allowance for drainage channel (both sides)
Notes:
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- Road reserve width may need to be widened or reduced for reasons other than traffic
and will be varied at Councils discretion. The road reserve width is measured from
property boundary to others property boundary.
- A 300mm allowance for the drainage channel shall be added on each side of the road
(in addition to the widths indicated above) to make up the total carriageway width (as
measured curb face to curb face).
Table 16. Horizontal curves, Super-Elevation, Gradients And Cross-fall standards

Design speed VD (kilo meter per
40 50 60 70 80
hour)
Max. Slope for super elevation % 1.50 1.25 1.00 0.75 0.50
Mini. Slope for super elevation % 0.30 0.30 0.30 0.30 0.30
Mini. Hor. Radius R min (m) 60 100 160 250 350
TOPOGRAPHY `Maximum gradient, Max. g, (%)
Flat - - - 5 4
Rolling - 7 6 5.5 5
mountainous 10 9 8 7 -
Single Cross fall Roads

Single cross fall roads will be acceptable for roads with a carriageway of up to 6m wide.
Table 17. Sight Distance Guidelines.
Design MINIMUM STOPPING SIGHT DISTANCES (METER)

speed FOR GRADIENTS
VD (kilo (UP) (DOWN)
meter per
hour) 9% 6% 3% 0 -3% -6% -9%
40 40 40 40 40 40 45 45
50 50 55 55 55 60 60 65
60 - 65 70 70 70 75 80
70 - 80 85 85 90 95 100
80 - 95 100 100 105 110 120
Sight distances for stopping, overtaking, curves and obstructions shall be calculated to
ensure that the driver perceives all possible road hazards within an appropriate time.
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Table 18. Road accident counter measures

Measures Conditions
1 High-friction surfacing Slippery roads and in weight lands/highlands
2 Bus stops and bus lanes Mixed priority route: use of bus boarders
Bus route: colored bus lanes and staggered bus bays
3 Red light cameras To control motorized vehicles permitted access
4 Speed cameras To control motorized vehicles allowable speed
5 Chevron markings for: Motorway
6 Chicanes/narrowing Residential estate and major road traffic calming
7 Colored road surfacing Used outside a school and cycle lanes
8 Cycling facilities Cycle track at roundabout: use of colored road surfacing
Annular cycle track at multiple roundabout
9 Pedestrian crossings Traffic calming: zebras lines, humps, mini roundabouts
10 Refuges/traffic islands Pedestrian refuge: principal radial route
11 Road humps and raised junctions Residential road
12 Road restraint systems Safety barriers: rural dual carriageway
13 Rising bollards Road closure using a rising ballad
14 Roundabouts and mini- Residential and semi-rural
roundabouts
15 Roundel road markings Marks on round about movements
16 Safe routes to school School zone
17 Segregation Urban town center
18 Signs and markings With other measures - on principal road
79 Speed cushions Residential estate, distributor road and shopping street
20 Speed limit Speed limit change: rural village
21 20meter per hour zones Residential estate
22 Traffic signals Rural T-junction
23 Vehicle-activated warning signs Rural crossroads and rural bend
24 Yellow bar markings Before roundabout: and dual carriageway
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PART TWO
Urban Transport
Planning & Traffic
Management
Planning Process
.
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This part of the manual offers step by step actions in the process and aims to equip
planners with enough practical guidance without being too prescriptive.
PHASE 1: PREPARATION WORK AND INITIATING OF PLANNING

The purpose of this step is to get agreement to proceed with the planning exercise. It is
important that planning partners have a common view of the purpose and issues to be
addressed in the planning process.
The level of detail of the planning exercise needs to suit its timing. More planning is not
necessarily better. Planning in too much detail (or too early) may create premature hardship
for the community and frustration with planning. Too little planning (or too late) can result in
lost opportunities.
TASK1.1 PLANNING PURPOSE AND SCOPE DELIMITATION

Activity 1.1.1 Define the planning purpose and issues
 Clearly define the purpose of planning,
 Indicate details of that who initiated the planning and why, and
 Highlight an indication of issues to be addressed or potential opportunities to be captured.
Activity 1.1.2 Establish objectives of the planning exercise

Objectives state what planning partners hope to achieve or learn from the planning exercise.
Objectives should be
Stated – documented
S Measurable - able to measure what the project is to achieve
M Agreed – all parties must agree
A
Reasonable – realistic for the nature of the exercise
R
T Timely – setting a time frame for the objective or setting an objective to determine the
timeframe.
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Activity 1.1.3. Define the scope of the planning

 Delimit what is in scope and out of scope: Define the items to be dealt with by the planning
exercise. Deciding what is out is just as important as deciding what is in. Reasons for
excluding elements from the scope should be clearly defined.
 Define the planning boundaries: A planning boundary defines the area or issues to be
considered. Planning boundaries are usually based on geographical, political, operational
and/or environmental boundaries. Whatever the boundaries, the planning exercise should
consider links to elements outside the boundary (for example, adjoining locations, other
levels of planning, other modes).
 Determine the Planning horizons : Some of the factors that influence the selection of
planning horizons include:
 The file span of the item
 The consequences of delaying or ringing forward planning and delivery
 The type of planning process – for example, strategic planning or operational
planning
 Budget and electoral cycles of all levels of government, particularly for short-term
planning
 Planning horizons used for related planning exercises
 Timeframes needed to account for longer – term benefits and costs, including
intergenerational consequences
 Identify plans related it: Planners need to be aware of other plans or planning exercises that
may impact on or be affected by the planning process.
 Take assumptions: Assumptions simplify the study and exclude elements outside its control.
Assumptions should be explicit, for example:
 Whole-of-government directions will not change
 Strategic directions of the organization will not change
 Any concurrent study will not affect the study
 Existing services will be maintained.
 List the practical constraints: Constraints on the planning exercise can vary widely, but may
include:
 Community values and behaviors
 Available funds
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 Available information and data

 Staff availability and skills
 Standards and regulations
 The geology and climate of an area.
 Determine the level of detail or quality required: The output of the planning process
needs to suit its purpose. This governs the levels of:
 Detail – for example, whether an effective outcome can be achieved with a
broad-scale overview of macro factors, or with very detailed technical analysis,
modeling or research of world's best practice.
 Quality – for example, whether the quality of the option should meet standards
that are basic or world class.
TASK 1.2 SCAN THE CONTEXT

Activity 1.2.1 Background Review
Actions: Identify and give an overview
 History of the process, including previous or related initiatives
 The current and expected future performance of the transport system
 The importance of the issue and the level of commitment to addressing it
 Community needs and values, public opinion and political context
 Project and organizational goals, objectives and policies.
 Factors driving demand for transporting the area and the influence they will have on
the size and nature of the transport task or the need for transport planning – for
example, trends in economic climate, demographics, land use.
Activity 1.2.2. Identify and determine planning partners
Actions: Identify individuals/groups and institutions
 Who have decision making roles eg. The city council, the city managers etc…
 With a stake in the outcome, including representatives of sector the and the
community.
 That may contribute financially to the planning process, eg. Development associations
like TD, ADA and ODA
 That are responsible for part of the implementation. Eg. Rural roads authority, city
roads authority taxi association, Gari association etc…
 That may have an advisory role. Eg. Universities, Regional management institutions
 Understand their likely interests, roles and influences.
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TASK 1.3. DESIGN AND GET APPROVAL THE PLANNING THE PROCESS
Activity 1.3.1. Establish project governance and arrangements
Getting agreement on roles and responsibilities is a big part of establishing a structured and
process to manage the planning exercise.
Actions: define the:
 Customer – person(s) with authority to represent the organization(s) that will receive the
business benefit of the study/strategy (usually the planning partners)
 Sponsor – the person with authority to represent the organization leading the study. The
sponsor organization pays the bills,. Collects contributions and manages the study eg. The
city administration
 Project organization structure and management – the hierarchy vertical and horizontal
relations and job description preparation.
 Governance arrangement: To the overall governance of the project Committee structures
can also be useful to guide the planning process. These committees often need to be
supported by political approval (for example, by cabinet or council) and senior
management approval of partner organizations. This is particularly important where there
is significant policy or financial implications. Committees can be steering, technical or
advisory in nature.
 Steering committees provide direction to the study and are the main decision-
making body. Its members are essential to making coordinated decisions across
organizations. Members usually represent the customer/planning partners funding
the study.
 Advisory committees provide advice to inform the study. They are not the
decision makers. Advisory committees are often used when only one organization
is funding the study. There may be one or more advisory committee that represents
interested or affected government agencies, community groups and industry
groups.
 Technical committees provide advice on technical aspects of the work. They are
not the decision makers. In some cases, there may be more than one technical
committee - for example, one for transport modeling, another for financial analysis
and another for implementation of actions. Technical committees usually represent
the planning partners, but may include other internal and external stakeholders.
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 Representative Forum A forum which institutes and guarantees representative

participation in the planning process. The selection of the members has to be based
on criteria which insure geographical and social representation.
 It provides an organizational mechanism for discussion, negotiation and
decision making between the stakeholders and the municipality.
 It also monitors the performance of the planning and implementation process.
 It should be chaired by the mayor or its representative
 The member includes counselors, tradition leaders, like Edir and Ekub
chairpersons, Woreda and Zonal chairpersons, heads of departments, an
organized stakeholders representatives selected from each kebele, Non-
governmental organization, resource persons etc…
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Activity 1.3.2 Determine activities to engage and communicate with stakeholders

 With1.3.4.
Activity Planning partners
Develop identified
a study in task 1.2.2
schedule and determine
budget activities to engage stakeholders
in the
A study planning
schedule is aexercise.
time andThis then provides
resource managementa structure in sets
tool that whichoutparticipation
the sequencecan ofbe
encouraged
planning at all and
events, tasks the key stages inand
milestones, decision making.
staff and budget requirements. It guides the work
of
theSelect
project engagement and managers
team and enables communication
to keepactivities and timeframes: The engagement
track or progress.
process
Actions: In thewill vary according to the stakeholder group and /or stage of the planning process,
schedule:
and maythe
Show be interdependence
broad based or targeted.
of tasks It may involve:
 One-way
 Determine information
timeframes sharing
for tasks and milestones
 Two-way
 Determine floatinformation sharing
or slack in the process
 Activethose
 Determine participation in decision
tasks that makingthe end date of the project if they slipped
would delay
 A schedule
behind combination of these
– that is, theapproaches
critical path
Establish processesrequirements
Outline resource for input to decision making the
– for example, andskills
feedback: It is needed
and staff important
fortoeach
establish:
task,
 use
the How stakeholder
of external views willand
consultants be the
recorded andbudget.
allocated taken into account in decision making
 How the
 Calculate andbudget
when to forprovide feedback
the planning to stakeholders
process and identifyonsources.
how all Source
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be
into account
community (to establish
contribution basically
through there representative forum to insurebudget,
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Non-
process) support, regional government support, Federal government support or
governmental
 Establish
other. processes for media liaison: Protocols for liaising with the media often include
elements
Activity 1.3.5.such
Seekas:Approval
 A nominated study spokesperson
Actions:
 Processes for preparing media statements or responding to media enquiries
 Have a meeting of key stakeholders (call for the representative forum)
 Monitoring media related to the study.
 Make presentations of the planning purpose, the benefits, the costs and the work
Activity organization
1.3.3 Identify and manage risks and opportunities
Actions: Withstakeholders
 Get planning partners identifying
consent risks
on minutes ofand opportunities about:
commitment
Doing or not
Get the doing theapproved
documents study by the representative forum and finally by the respective
 Processes for conducting the
city Woreda or Kebele cabinet.study
 Stakeholder issues, involvement and approaches for resolving differences.
This is usually done broadly, with more detailed work done as the study progresses.
Key Questions:
 Have the key stakeholders agreed to take the planning process?
 Are the critical Institutional/Human resources, financial and legal
gaps identified?
 Are the approval documents issued by the relevant authorities?
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PHASE 2 DATA COLLECTION AND ANALYSIS

The purpose of this step is to define the desired future characteristics and performance of the
transport system and assess this against current and predicted future demands and planning
scenarios. By doing so, planners and decision makers have a logical basis for identifying
and assessing solutions.
TASK 2.1 DEFINE THE DESIRED FUTURE STATE

The desired future state outlines what stakeholders want. It is used to guide the process and
determine future requirements for the transport system. It should take a holistic view and account
for links between transport and broader systems. The desired future state is often defined
according to outcomes.
Activity 2.1.1. Visioning and outcome desire expression

 Visioning
 As you develop your community’s transportation vision you should consider your
land use vision and the overall city vision.
 Your transportation vision will help guide transportation planning process.
Generally, the vision process will address the overall question of “what do you want
your community’s transportation system to look like in 10 – 20 years? “
 In addition, the visioning process should address other questions such as:
o How will future growth impact your community’s transportation system?
o What do you like best about your community’s current transportation system?
o What do you dislike about your community’s transportation system?
o What transportation areas can be improved?
 You can achieve your community’s transportation vision by:
o Bringing together community members who represent a broad range of
interests,
o Working together with neighboring communities that your transportation vision
may impact or entities responsible for particular types of transportation
o Understanding how different types of transportation interact with each other
 Understanding how different transportation choices positively and negatively impact your
community.
 Listing of required outcomes
 Set the directions and principles to be adopted
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Approaches to conduct your visioning process

Community
Transportation
Planning
Vision Inventory
Goals and objectives Vision
Inventory Goals and objectives
Assessment of
Needs current, Future
Development of
Community policies
Fig. 9 Visioning process

Source: Wisconsin (2001) PP. 27
Activity 2.1.2. Target setting

 Attaching priorities to desired outcomes . . .To make planning decisions, priorities have
to be attached to the desired outcomes and impact groups. For example, that protection
of the environment is more (or less) important than economic development. This helps
to identify what are the 'must haves' of the planning process in order to achieve the
desired outcomes. In articulating the desired future state it is important to encourage
lateral thinking, but avoid creating unrealistic expectations. At this stage, it will be less
constrained by funding or technical constraints than later in the process. In task 2.5 the
desired future state is reviewed and may be adjusted to account for issues and
constraints
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Actions:
 Developing goals and objectives:
E.g. Goal: To improve transportation safety
Objective: Develop a transportation system that reduces the number of conflict points.
Potential areas for which to develop goals and objectives may include:
1. Providing transportation choices
 Convenient condition of inter connection and inter relation with each other choices.
2. Maintenance and improvements
 Level of the system maintenance and improvement. How deterioration addressed.
3. Enhancing and improving the local street connectivity
 Street patterns
 Whether the pattern promote pedestrian and bicycle travel.
 Whether the pattern accommodate safe traffic flow
 Whether there is any gap between choices
4. Safety
 How transportation safety be maintained and improved
5. Economic development
 Whether transportation system enhance economic development and inversely impact.
6. Environment
 Whether changes in transportation system impact the preservation / protection of the
environmental resources (water/ air quality etc).
7. Aesthetics (Beautifulness)
 Whether transportation facilities affect the aesthetics of your community
8. Public involvement:
 Whether public involvement is important in transportation decision making process.
9. Accessibility
 Whether accessibility to the transportation system be maintained /improved for users of the
system.
10. Efficiency
 Whether decision in transportation system preserve the existing facilities and reduce the
new expansion realignment.
11. Land use
 Whether transportation system decision is compatible with land use decision.
12. Cost
 How transportation element’s cost addressed
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MATHEWOS to minimize costs to most efficiency use of public funds.
 Collect Transit: Map identifying transit routes, area of service (regional, local), rider ship, site
design /building orientation, frequency of service, types of service (e.g. shared ride taxi, bus),
service hours (e.g. night, week ends), opportunity to develop links / transfers other transportation
choices.
 Gathering Rail (maps identifying the location of rail road tracks, location and type and No of
highway – rail crossings (e.g. lights, gates, cross bucks) and inter modal connections types of
services (freight, passenger), track mileage traveling through the community, types of crossing
protection number of rail / highway crashes and opportunities to develop links / transfer to other
transportation choices.
 Collect Water base similar features
 Collect Similar features in air transportation (air ports)
 Collect Bicycles Map identifying bike accommodations by type (multi use paths, dedicated bike
lanes), crash locations and total number of bike routes, and over /under passes, percentage of
population that bikes, number of bicycle crashes, suitability of current roads for bicycling,
generators of bicycle trips, barriers to bicycling, opportunities to develop links / transfers to other
transportation choices
 Gathering pedestrian map (identifying pedestrian facilities, e.g. over pass, multiuse paths, worn
paths, cross walks, signals, sidewalk network, total miles of side walks, opportunities to develop
links / transfers to other transportation choices, general condition of side walks, percentage of
population that walks, number of pedestrians crashes, site design / building orientation, barriers
(such as rivers, highways and free ways), street crossing problems and school route barriers.
 Gather animal movement routs (donkey routes, Gari and other animals movement corridor
identification.
 Gathering environment data (air and water quality, noise, endangered species, historic places).
 Gathering Land use and zoning data (agriculture, residential and commercial)
 Inventory of pedestrian accommodations. Instead of sidewalks, your inventory may include
assessing the availability of walking paths, and paved and unpaved shoulders.
 Gathering data on the impact of regional / national transportation service on your transport
system.
 Rating local pavement.
 In analyzing the current and future needs of your transportation system you should also consider
all types transportation including over which your community does not have direct responsibility.
 Consider the inter relationships between different modes, and transportation system with your
regional and neighboring communities.
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TASK 2.2 DEFINE THE CURRENT STATE (DATA COLLECTION AND

ANALYSIS)
Defining the current state is about assessing the performance of the current transport system. To
enable easy comparison to the desired future state, this assessment is usually liked to the
outcomes identified in task 2.1.
Whatever the project, an issues-based analysis is usually an important element of defining the
current state. Stakeholders can assist in identifying and understanding existing issues and
deficiencies. For more complex or detailed planning exercises, this may be supported by a
transport model or other analytical tools.
Activity 2.2.1, Conducting an inventory of transportation system
 Identify what types of transportation are present in your community (include all types of
services and facilities including animal carts and other forms of transports
 Consideration of regional transportation services and ways that may impact your
community’s transportation system
 Gathering Road and highways data about.
 Maps identifying (road network, key traffic genitors, crash locations
 Road way condition
 Mileage by functional classification
 Opportunities to develop links transfers to other transportation choices
 Average daily traffic
 Parking availability
 Number of crasher by type (property injury fatality)
 Condition of bridges and structures
 Maintenance and improvement history
 Roadway characteristics (width)
 Road geometrics in-terms of cross section elements
 Existing street infrastructure in-terms of street lighting , signs , marks, guard rail etc
 Traffic regulation and management measures
 Existing capacity levels bottleneck zones
 Existing and potential capacity of the link
 Potentials, problems, and constraints for evaluating traffic management plans
 Identification of existing road hierarchy
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Activity, 2.2.2. Design Traffic survey and study

 Traffic analysis zone (TNZS) identification: the purpose is for better understanding of
the travel pattern: Zoning could be designed based on network connectivity and the
impact of the towns/regions with respect to the study area.
 Identification of Screen and cordon lines: Cordon lines are imaginary line representing
the boundary of the study area while screen line is an imaginary line along the physical
and natural barriers having roads crossing points within the study area
 Base year selection; it should be based on the viable data availability and it should
reflect the normal years the study area phenomena.
Activity 2.2.3 Socio-economic Secondary Data collection
Actions: Collected to describe
 Characteristics of existing demand for travel (purpose mode of transport and the
demand pattern in terms of day and time.
 Accident details on the road network
 Existing supply of transport infrastructure including fleet size of mass transport system,
operation, cost , performance regulation and utilization
 Present and proposed land use pattern
 Planned transport investment , policy changes and other government actions
 Funding sources and expected funds available for transport improvement
Activity 2.2.4 Undertake Primary Traffic surveys:
 Speed and delay survey: The objective is to assess the speed and delay characteristics
along the existing transport network, identify bottleneck locations and their probable
causes. The expected data from the survey are
 Journey speed along the corridors
 Running speed along links between intersections
 Nature and extent of delays at intersections and mid blocks
 Classified Traffic volume survey: (It should be done in the outer cordon and mid-block) Its
purpose is to appreciate the traffic characteristics in terms of volume, composition, peak
hour and directional split at individual survey location at the cordon and screen lines. ( It
should be conducted for 24 hours on a typical working day)
 Origin-destination survey: The objective is to obtain information on travel pattern of
passenger and goods vehicles at the cordon line along with the trip desire in terms of
destined and through trips to the study area. ( It should be conducted for 24 hours on a
typical working day)
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 Household travel survey: the objective is to assess the household, socio-economic and trip
characteristics of residents within the city, sample size 1-5% of the population,
 Intermediate public transport (IPT) survey: The objective is to assess the operational
characteristics of the IPT ( minibus and wuyiyt taxi), identify problems and issues and
suggest appropriate policy for its rational development. The expected data from the survey
are
 Trip characteristics in terms of origin and destination
 Purpose of trip
 Frequency and cost of trips
 Operational characteristics in terms of route of operation, vehicle utilization,
passenger carried,
 Operating cost and revenue
 Parking survey: the objective is to appreciate the parking demand and supply
characteristics, identify issues and constraints and suggest appropriate policies for
meeting the horizon year parking demand ( On-street and off-street)
 Pedestrian survey: the objective is to assess the pedestrian flow along and across the
intersecting arms at important junctions and to suggest measures for safe movement of
pedestrians.
 Intersection turning movement survey: the objective is to assess the traffic flow and delay
characteristics on individual arms at the intersection.
 Bus terminal survey: the objective is to assess the physical characteristics ( size, space)
and user characteristics( origin, destination, mode, trip length and travel cost) for bus
transport system at the bus terminals.
 Animals movement rout survey: the objective is to designate routs and regulate or
provide alternatives modes and routsl
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TASK 2.3 REDEFINE THE FUTURE STATE BASED ON THE CONTINUATION

OF TRENDS
Current and previous trends help predict the base case or do nothing scenario. Forecasts should extend
to the planning time horizon(s) or trigger points. This step allows an assessment of how the current
transport system would perform in meeting future needs if no action was taken to change and/or
improve the system.
Activity 2.3.1. Determine demand ( 10-20 years traffic forecast) based on:
 Land use patterns and development – such as trip generators, employment and freight nodes
 Socio –economic profile of the population – such as income, home ownership, employment
 Population and industry growth
 Analysis of resident, visitor and commercial vehicle travel patterns as well as trips into, out of, or
passing through the study area
 Other transport system drivers and any additional factors that come to light during data
collection.
Activity 2.3.2. Determine the distribution of forecasted trips to surrounding areas based
on:
 Known travel patterns – such as origins and destinations.
Activity 2.3.3 Determine the travel mode chosen for these trips based on
 Characteristics of the journey to be made – such as length, time of day, purpose
 Characteristics of the person making the journey or freight being transported – such as car
ownership, income, gender, dimensions, tonnage, just in time supply
 Characteristics of the transport system – such as travel time, cost, accessibility, comfort.
Activity 2.3.4. Agree on the redefined desired future state :
 Review and adjust the aspired goals and objectives: The desired future state should be reviewed
at this stage and adjusted where necessary to account for issues and constraints that have
emerged in task 2.2 to 2.3. This will be influenced by the timeframe for planning – the longer the
horizon, the more likely constraints are to change (for example, new constraints may emerge or
previous ones may no longer be constraints). While the desired future state should remain
aspiration, it should be achievable. The desired future state is the basis for the development and
assessment of options.
 Build a consensus: Stakeholders may have diverging visions or desired outcomes and, in these
cases, several futures may be identified, identifying the desired future state is an iterative
process, but level of agreement is essential before moving on,
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Key Questions:
 Are the vision and targets clear enough to key stakeholders
 Are there any major data not collected or analyzed?
 Do the traffic data show the clear picture of the situation?
 Do the data collected suggest modes of transportation?
PHASE 3 DEVELOPING OPTIONS AND STRATEGIES

The purpose of this step is to identify and evaluate potential options against the desired
outcomes. It ensures that the evaluation of alternative options is conducted in a logical,
consistent and comprehensive way against the full set of outcomes.
The key output of this stage is the options analysis report.
TASK 3.1. DEVELOP OPTIONS

Activity 3.1.1 Develop evaluation framework and assessment criteria
The evaluation framework and the choice of assessment criteria are the most important steps
in good evaluation practice. A will designed and formalized framework ensures that all
options are assessed against exactly the same setoff criteria.
 Establish evaluation framework: It should be objective, open, transparent and
comprehensive. The evaluation framework should be designed to suit the specific
exercise and should include stakeholders in its development
 Develop possible evaluation criteria: It can be:
 Objective – such as the number of traffic accidents
 Subjective – such as the quality of public transport services
 Monetary – such as the cost of the option
 Non-monetary – such as environmental, social or cultural impacts
 Select the best assessment criterion: It should:
 Enable comparison of whole –of-life costs and benefits – for example,
economic, environmental, social and financial impacts that are short
term, continuous and intermediate
 Enable comparison of who will be affected by the option – for example,
those who will benefit and those who will be adversely affected.
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Examples of assessment criteria. . . .

 Strategic fit of the option with existing plans, policies and projects
 Intergenerational consequences
 Ability to finance the option
 Ability to make some early gains to encourage perseverance with other actions
 Ability to respond if an alternative future eventuates
 Ability to accommodate changing needs
 Capacity to provide sufficient certainty for industry and the community
Activity 3.1.2 Identify options
 Develop 3-4 possible options ( how to develop the option see the example in
table -below), It is designed in a broader sense before detail design of the
selected option
 Determine impacts of the options
 Determine technical feasibility of the option.
 Identify risks and opportunities for each option
 Evaluate options against assessment criteria
 Select preferred option
 Select the option or package of options that best satisfies the assessment
criteria
 Conduct an informed discussion and understand the implications of their
decisions.
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TASK 3.2 DEVELOP THE DESIGNING STRATEGY

The purpose is to recommend an appropriate plan of action to design the preferred option or
package of measures and realize the desired future state. The key output of this stage is
approval of the study report/strategy/ to undertake the design stage properly.
Activity3.2.1, Develop the basic directions and principles that governs the
design process
Actions: (refer chapter four in crafting the directions and principles)
 Define the designing philosophy
 Sate basic Directions
 State principles
 Develop design strategies
Activity3.2. 2 design directives and strategies consensus building
 Check the need, urgency and/or importance of a particular action to overall
implementation
 Develop the designing work action plan
 Conduct discussion at different level and create consensus at least at technical level
Key Questions
 Are the criteria sound enough to make option choices?
 Are the options clear enough?
 Do the strategies clearly correspond the options?
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PHASE 4 PROPOSALS OF URBAN TRANSPORT AND TRAFFIC

MANAGEMENT
TASK 4.1. DESIGN TRANSPORT NETWORK

Activity 4.1.1. Transport Network design
Action: Based on the mobility pattern and the mobility data analysis and refereeing the standards
provided in this manual
 Develop alternative routes
 Sate rout comparison criteria (cost, benefit, environmental and social factors)
 Compare routes
 Select the best route that minimums cost, achieve better efficiency, safe and environmental
friendly (in designing the network start from the major ones and take into consideration the
regional network before you go to the local/city level network design)
Activity 4.1.2, Transport system mix design

Action: Based on the mobility data analysis and refereeing the standards provided in this manual
 List the possible transport system in the selected rout
 Sate evaluation criteria ( cost, benefit, environmental and social factors)
 Select the appropriate system
 Design the network for the selected system separately. Which includes: at least
Road network, Railway network, water and air transport network ( as appropriate)
 Provide enough space that could carry the current traffic and could at lest fit or upgraded to
respond the 10 year traffic forecast
 Indicate the interchange and connection system
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Activity 4.1.3, Mode of transport identification

Actions: Based on the mobility data analysis and refereeing the standards provided in this
manual
 List the possible mode of transport along the selected rout
 Sate evaluation criteria( cost, benefit, environmental and social factors)
 Select the appropriate mixed mode of transport
 Design the net work for the selected mode of transport separately. Which includes: at least
Public transport, Cycling, Pedestrian walkway fright transport network, Animal driven
carts(gari) donkey transport rout etc
 Incorporate green along the network and try to make the green in the side of walkways
and cycle lines. When the network pass along water side/ river/ lake reserve the
sideway to pedestrian and cycling
 Indicate the interchange and connection system
TASK 4.2. DESIGN TRANSPORT FACILITIES

Activity 4.2.1, Passenger terminal delineation
manual
 Identify location options ( refer table 4 for location selection)
 Develop location comparison criteria ( cost, benefit, environmental and social factors)
 Compare locations
 Select the best location that minimums cost, and maximize benefits
 Determine the size ( Refer table 13)
 Design the site layout of the selected terminal location.
 Provide enough space that could carry the current traffic and could at lest fit or
upgraded to respond the 10 year traffic forecast. It should provide space for
necessary services and facilities by commuters
 Design measures and strategies to mitigate the negative impact and optimize the
positive ones
 Indicate the development phasing (The base of phasing should be the emergency of
the need as indicated by stakeholders, capacity constraints and trends demand)
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Activity 4.2.2, Freight terminal delineation

Actions: Based on the mobility data analysis and refereeing the standards provided in this manual
 Identify location options ( refer table 5 for location selection)
 Select the best location that minimums cost and maximize benefits
 Determine the size ( Refer table 14)
 Design the site layout of the selected location terminals.
 Provide enough space that could carry the current traffic and could at lest fit or upgraded to
respond the 10 year traffic forecast. It should provide space for necessary services and facilities
by commuters
 Ensure attractiveness, comfort and auxiliary services for users (public toilet, passenger
and goods security, shades, waiting areas, refreshments…)
 Design measures and strategies to mitigate the negative impact and optimize the positive ones
 Indicate the development phasing (The base of phasing should be the emergency of the need
as indicated by stakeholders, capacity constraints and trends demand)
Activity 4.2.3 Indicate parking area requirement

Actions: based on the traffic situation analysis and refereeing the standards provided in this manual
 Select off street parking location/ It is better to locate the parking areas near to
market places, commercial centers and recreation areas/
 Determine the size and indicate parking provisions requirement for each building classified
based on floor area and function, and again indicate areas where that is passable to make on
street parking
 Plan and design temporary parking areas as road bays with 50 meter spacing on
densely populated areas and 150 meters in less populated areas
 Plan and design parking facilities for NMT (cycles, carts, for transport animals…)
 Determine the location and the size of buss stations, bus and taxi stops (try to locate the
stations in transport network interchange areas and incorporate bus and taxi stops 200-300
meters interval along arterial and sub-arterial roads)
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Activity 4.2.4, other transport facility design

manual
 Identify fuel-station, Garages, and storage facility locations options
 Select the best location that minimums cost, and maximize benefits
 Provide enough space that could carry the current traffic and could at lest fit or
upgraded to respond the 10 year traffic forecast. It should provide space for
necessary services and facilities
 Indicate development phasing (The base of phasing should be the emergency of the
need as indicated by stakeholders, capacity constraints and trends demand)
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TASK 4.3. DESIGN TRAFFIC EFFICIENCY, EFFECTIVENESS AND

SAFETY IMPROVEMENT MEASURES
Activity 4.3.3 .Decision and apply Road safety measures

 Use policy enforcement
 Speed Control
 Use traffic calming methods (infrastructure measures (e.g. Humps, chicanes, et
cetera.)
 Use IT approach of speed recording systems
 Road Design
 Use physical separation b/n road shoulder & the carriageways
 Vehicle Design
 Special design bicycle tracks or walk waves
 Education & Awareness Raising
 To make rights & responsibilities: clear to pedestrians
 To make rights & responsibilities: clear to bicyclists
 To make rights & responsibilities: clear to carts drivers.
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Activity 4.3.1. Traffic efficiency and effectiveness improvement physical measures

Actions: Based on the traffic data analysis
 Indicate the different location for road and traffic signals (the location should be
selected based on accident risks, security reason, traffic smooth flow and damage
risk on the facilities)
 Select types of road marks and junction solutions (roundabouts, traffic lights,
overpass, underpass etc)
 Based on traffic condition and capacity of the municipality prioritize the
implementation phase of the measures
 Incorporate the transport network development program, give priority for traffic and
economic efficiency
 Indicate transport infrastructure design requirements, access provision for handicaps
Activity 4.3.2. Traffic efficiency and effectiveness improvement non-physical
measures
 Design awareness creation and training programs (for whom, in what modality, to
drivers, pedestrians, students etc)
 Indicate legal improvement measures and enforcement tools
 Develop training and enforcement institutional arrangements proposals
 Develop traffic management system that encourages efficient, safe and
environmental friendly mode of transport through legal and institutional means
 Recommend transport network development and management institutional
arrangements (Try to promote public private partnership at all level)
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TASK 4.4. DEVELOP CONTINGENCY PLAN FOR ALTERNATIVE FUTURE

SCENARIOS
Scenario planning recognizes the difficulties in predicting the future and helps decision makers to
accommodate uncertainty and identify solutions that can perform will in a range of possible futures.
Scenario planning identifies plausible futures rather than desired futures. It makes assumptions
about things that will influence the size or nature of the transport task – things like demographics,
industry growth, community values and technology.
Alternative futures are used for
 To test the ability of selected and designed options to be responsive to change and perform
well against a range of possible futures (this can also be used to assess risk and
uncertainty)
 To test a range of possible futures to determine what stakeholders might like to see, what
they might like to avoid, and what they might find acceptable (this can be a way of testing
the desired future state).
 Contingency plans need to deal with issues and opportunities which may arise over time.
This can help to manage risks by having plans in place to adjust implementation if
unexpected changes occur in the future
Activity:4.4. 1 Identify possible changes

 List the conditions that may change through time but assumed not to be changed in the
designing process ( political, legal economical, social etc)
 Try to forecast the likelihood of change
 Based on the likelihood of occurrence and the impact they had on the plan prioritize the
factors of changes
Activity: 4.4. 2 Contingency plan development
 Based on the priority give to the factors of change try to craft possible alternate measures to
adapt
 Options can then be selected that perform well against the desired outcomes, regardless of
the future that eventuates – whether it is the desired, the predicted or any of the alternative
futures.
 For the selected scenario, develop implantable design and plan of action
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TASK 4.6 CONSIDERING THE FUNDING (FINANCIAL RESOURCE

TASK 4.5 Determine outcomes and outputs measurement
OPTIONS)
Activity 4.5. 1. Outcome measurement setting
 Identify key performance/outcome indictors: (refer table 7)
o It is measured in terms of traffic efficiency, safety, economic improve,
environmental impact level
o It should be measurable, relevance, simple, and precise
 Relate the indicators to the desired outcomes (with the objectives sated in phase 2)
 Check the measurability of the indicters
 Consider suitable and cost-effective information and data availability to measure
 Set targets for each performance indicator. These targets can be optimistic but should be
realistic.
Activity 4.5.2. Output measurement setting
 Identify key Outputs indicters that could help to measure the implantation of the study
recommendations in terms of
 Quantity
 Quality standard
 Time
 Cost.
o It should be measurable, relevance, simple, and precise
 Check the measurability of the indicters
 Consider suitable and cost-effective information and data availability to measure
 Set targets for each performance indicator. These targets can be optimistic, but should
be realistic
Activity 4.5.3. Measurement system development
 Determine impact measurement regular time intervals (at least once in a year)
 Determine output measurement regular time intervals ( at least make it quarterly)
 Assign responsibility for measuring the performance indicators ( It is advisable to give this
responsibility to the Department/units transport under the municipality)
 Develop measurement data capturing system
Table 7 highlights some typical indicators that can be used to measure the performance of
the transport system.
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Activity 4.6.1 Estimation cost of the designed options

Actions: calculate the costs meeting present and future urban transport needs of the local
community the cost estimation should incorporate
 Maintenance and operation of facilities
 Design and building of new expanded and replacement facilities
 Costs of acquiring new public transit means/equipment
 Operating costs of facilities and services
 Administering and planning costs of general transportation system of urban local
 Considering costs related to land use action for new and expansion
Activity 4.6.2. Financial analysis
 Forecasting future revenue from different sources
 Compare the cost with the estimate of available resources
 Explore the affordability level of funds required and means of obtaining the resource
 Assess and indicate the status of local community’s role in funding in the short and long
term period.
Activity 4.6.3. Design financial plan
 Indicating financial policies and schedule in relation to funding (matching cost and
revenue) availability
 Identify how the budgeting and allocation approach takes place
 Matching prioritized plan/projects with the status of fund obtained
 Develop capital improvement program that incorporate urban transport elements and
other infrastructure
 Creating clear ways how the cooperative agreement which take place in the process of
funding, between your local administrations and neighboring communities (towns,
woreda, zone, etc…)
 Developing schedules according to the needs and available resources
 Design a strategy that could help to:
 Raise revenue
 Improve assets management
 Enhance cost-effectiveness
 Insure sound capital and operational financing and control system
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TASK 4.7 DEPICTING THE LEGAL AND ADMINISTRATION

FRAMEWORK REQUIRED
Activities 4.7.1 Identifying Implementation Legal framework
 Indicate the sketch and level of regulatory condition required in plan
implementation
 Show the legal condition how land and other resource allocation will take place
 Zoning ordinaries and subdivision and land division regulation
 Identify the administration condition through which the land use regulated and
control community development patterns take place
 Putting standards as means controlling legal frameworks
 Considering neighborhood in plan process and conversion to project
 Applying the mixed use development concept (motorized, bicycling and
pedestrian, etc, application rules)
 Indicate how the land acquisition needs, should take place
 Emphasis on the need of applying official mapping for having present and future
right-of-way.
Activity 4.7. 2 Institutional arrangements recommendations (It is advisable to
look for the assignment of responsibilities to the existing institutions before trying to
organize new once)
 Determine top governance options
 Develop proposal for Project implementation, operation and maintenance
organization and management arrangement
 Determine key implementing institutions
 Identify the role of the these institutions
 Indicate Interaction, integration and coordination level required among partners
and stakeholders
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PHASE 5. INTEGRATION and APPROVALAOVAL APPROVAL
TASK 5.1 INTEGRATE THE PROPOSAL

Activity 1. Integrate the different Motorized Modes of urban transport
 Integrate the motorized modes of transport
 Check for smooth interchange between buses and taxis transports.
 Check for smooth flow/ coherence between
Activity 2 Integrate the different NMT modes
Activity 3. Integrate the MT and the NMT modes
Activity 4. Integrate the transport network with the services and terminals
proposals
TASK 5.2 INTEGRATE TRANSPORT SYSTEM WITH THE CITY

LAND USE
Activity 1. Check for integration with the housing areas
Activity 2. Check for coherence with the major public areas
Activity 3. Check for coherence with the major environmental areas.
TASK 5.3. INTEGRATE WITH OTHER URBAN PLANS

Activity 1. Check for coherence with the regional transport
Activity 2. Check for coherence with the structure plan
Actions: Net work
 Identify the connections between the regional transport plan and the proposed city
transport plan
 Check for coherence in relation with the location of terminals
 Check for coherence in relation with the traffic volume
Key Questions
 Is the network design complete for the problems identified?
 Are the recommend facilities in agreement with the network?
 Are the sizes and locations of the terminals justifiable from the flow
and size of traffic point of view?
 Do the proposed network and traffic measures ensure safety?
 Are the proposes flexible enough to accommodate new ideas in the
future?
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 Are there adequate institutional, financial and legal provisions?
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Activity 1. Integrate the with the Regional and National transport network
 Integrate the road network
 Integrate the other networks, railway waterway, airway
 Check for smooth interchange between different networks.
 Check for smooth flow/ coherence between
Activity 2 Integrate the different MT modes along the network
Activity 3. Integrate the NMT modes along the network
Activity 4. Integrate the MT and the NMT modes along the network
Activity 4. Integrate the transport network with the services and terminals
proposals
TASK 5.4 INTEGRATE THE TRANSPORT SYSTEM WITH THE

REGIONAL AND NATIONAL PLANS
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TASK 5.5 APPRAISAL AND APPROVAL

All levels of government, industry and the community play a role in creating and operating the
transport system. Therefore, people within government, industry and the community need to
work collaboratively to shape the transport system.
A partnership approach to transport planning can help to:

 Gain a better understanding of needs, priorities and expectations across governments,
industry and the community, and the opportunities and constraints in meeting these
needs, priorities and expectations
 Break down silos within and between agencies, levels of government and stakeholders
ensure open, accountable and informed
KEY QUESTIONS
 Are the recommended mode in integration with each
otter?
 Are the transport recommendations in agreement with
other city plans
 Are the transport recommendations in agreement with
the regional and National plans
 Are Conflicting proposals adequately rectified?
 Is the plan approved by appropriate body?
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PHASE 6 IMPLEMENTATION
The purpose of this step is to ensure that the recommendations of the study are
implemented. It involves an element of review in order to assess whether implementation is
on track and actions are achieving what was expected.
This section focuses on the planning element of implementation – which is more about
monitoring, implementation than the actual delivery of the outputs of the study.
TASK 6.1. ACTION PLANNING

Activity 6.2.1. Prioritizing components of the plan
 Identify critical actions that should be undertaken depending on historical and
present problems identified
 Put in ranks the elements according to community’s need and expertise analysis
 Magnify the crucial elements in the ranking
Activity 6.1.2.Putting down strategy for applying the plan
 Writing down action steps to be followed
 Put the directions followed for implementation
 Reflect the vision, goals and objectives defined for other planning elements
 Reflect transportation vision statement goal and objectives
 Be consistent with national, regional and neighboring community transportation
policy and regulation
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TASK 6.2. ORGANIZATION AND SYSTEMS DEVELOPMENT

Activity 6.2.1. Organize the required institution (It is better to reorganize the
existing institutions rather than having new, again it is recommended to integrate with
other ongoing organizational studies)
 Show the duties and responsibilities of following the accomplishment of the plan
preparation and convention into project
 Identify the level, item and scope of the institutional body that can attend and regulate
the implementation process
 Exploring the required stakeholders in considering the infrastructure, facilities and
services of urban transport
 Indicate the linkage and network level of the main actors in converting plan into
project and then after
Activity 6.2.2. Resource mobilization
 Deploy the required manpower
 Mobilize the community
 Collect and allocate finance
 Purchase and avail the required inputs
Activity 6.2.3. Establish process to monitor implementation
Having a known process for monitoring and review establishes a consistent way of
determining whether implementation is on track.
 Specify timeframes and triggers for implementation
 Indicate how action plans will be reviewed and possibly adjusted to take account of
emerging priorities, issues and alternative solutions
 Agree on the process for how delivery agencies will report on implementation of
actions
 Make sure that the planning actions of others (for example. other agencies, sectors,
private developers) do not adversely impact on the desired outcomes.
 Make use of advisory networks. . . Broader advisory networks can assist
implementation by.
 maintaining community, industry and political momentum
 providing a forum to report on progress and deal with emerging issues and
changing priorities
 providing a forum
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 to resolve competing interests.
 Develop Partnership for implementation.. Relevant groups may include RPACs,

Regional Organizations of Councils, Regional Managers Forums and Regional Road
Groups
Activity 6.2.4. Support implementation
 Having someone to champion the plan.
 The champion of the plan should be a respected community figure, political figure,
executive or officer tasked with the driving implementation.
 The planners should play an active role in assisting those responsible for delivery to scope
and define the delivery project. This helps to provide the context and thinking behind the
solution.
TASK 6.3 MONITOR THE IMPLEMENTATION PROCESS
Activity 6.3.1 Measuring the ongoing performance

 Collect performance outputs data
 Evaluate the achievement on output against the target and the indicators established.
 Collect outcomes data
 Evaluate the achievement in outcome against the target and the indicators established
Activity 6.3.2. Take necessary corrective actions
 Celebrate success
 Take corrective actions when there are mismatch of performance with the plan.
Key Questions
 Does the action planning show logical and retinal sequencing?
 Is the lead implementing institute strong enough to influence others
 Are the performance and outcome indicators clear and simples enogh?
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PHASE 7. OPERATION, MAINTENANCE AND EVALUATION,
This is the stage where the urban transport plan under implementation is transferred to
operation, means actualizing the planning process of urban transport plan process. This
actualization also contains the upgrading, correcting and improving the plan process under
consideration.
TASK 7.1. CONSIDERING THE MANAGEMENT OF

INFRASTRUCTURE, SERVICES AND URBAN TRANSPORT
SYSTEM.
Activity, 7.1.1 System setting
 Establishing a benchmark for the status of utilization and infrastructures.
 Establishing a benchmark for transport Infrastructure, facilities and service
time standard
 Give priority for public transport and non-motorized transport modes mainly
cyclists, pedestrians and others.
 Consider the interest of Local community and neighboring community.
 Try to run the system at least wit cost recovery bases
 Study traffic trends and design the transport system to cater this trends
Activity 7.1.2. legal and Institutional setting
 Identify transport infrastructure and facility ownership and management
responsible body
 Develop transport system and traffic management enforcement low
 Determine responsible body for law enforcement
 Determine responsible body for awareness creation, education and system
development.
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TASK 8.2. UPGRADING AND MAINTENANCE CONSIDERATION.
Activity 8.2.1. System development

 Set transport infrastructure and system condition assessment criteria like: physical
condition, operation efficiency, effectiveness and safety
 Develop transport infrastructure and system condition data capturing system
 Determine responsible body for condition assessment and decision making.
Activity 8.2.2. Decision process

 Capture data and keep recodes
 Do condition survey at a specified time interval
 Based on the condition survey and their importance rate the transport infrastructure
and facilities
 Decide on the intervention measure
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TASK 8.3 CONDUCT POST-IMPLEMENTATION REVIEWS

The purpose of a formal post-implementation review is to determine if the implemented
actions have achieved what was predicted. This also enables future predictions to be
improved. The review is conducted after the planning exercise has finished and the study
recommendations have been implemented and operating over a period of time. Not all
studies require a formal review. The key output of this stage is a post-implementation review
report. (This phase could be considered as the other side of starting the process from phase
one )
Activity 8.3.1. Plan and organize the review task
A post-implementation review is generally initiated by the study customer. If a formal
review is needed, it should be planned and managed as a small project in its own right.
Review timing should be linked to need rather than a set time. This need may relate to
reaching a significant trigger, or where there is a significant and ongoing gap between reality
and forecasts. It can also help if the timing of a review is linked to the availability of relevant
data and the timing of related planning.
For some strategic and long-term planning processes a review may be part of an exercise
to update the plan. In these cases, the review becomes part of a new planning process.
 Define the scope of the post-implementation review ( at least it should cover the
transport network , transport facilities, plan and implementations
 Determine how the outcomes and benefits generated by the original project and the
final costs of the project are to be identified and evaluated
 Indicate stakeholders to be involved
 Forecast the risks and opportunities
 Outline activities and resources (for example, human resources and budget).
 Determine responsible body for review work and define the role
Activity 8.3.2 Conduct the review
Actions: The review will draw from and build on the ongoing monitoring conducted and
should include a comprehensively
 assess whether the outputs delivered are suitable
 assess whether the expected benefits have resulted and satisfy the original business
need
 Analyze whether operating costs are in line with expectations
 Drew lessons learnt in terms or organizational processes and procedures
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 assess whether the outcomes are still relevant given new information or changes to
the operating situation
 Examine whether there are any emerging risks and opportunities.
 Involve stakeholders in the review. The review requires consultation with
stakeholders – such as end users, affected business units, internal and external
stakeholders, and the project sponsor, customer and team.
Activity 8.3.3 Take the necessary corrective action
 Develop A revised plan
 Design implementation strategy for the revised plan
 Take corrective action in line with review recommendations and the direction of the
customer.
Key Questions
 Are there adequate Institution and system set to carry on
operation & maintenance?
 Is there a mechanism for sustainable financial flow?
 Are there sound evaluation tools?
 Are the review and corrective measures sound enough?
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ANNEX 1: DATA COLLECTION and ANALYSIS FORMATS

Format 2: Transport and Traffic Management Related Institutional
Data Collection format
 Name of organization _____________________________________
 Organizational status
Branch office of federal agency Branch office of regional agency
Town/City agency Private Other
 Responsibilities
Regulatory function Transport service provision
Transport support services provision
 Technical Competency
Adequately equipped with necessary machineries and manpower
Dependent on head office support
Neither self-equipped nor externally assisted
Solely dependent on services rendered by private contractors
Number of employees----------------------------------------
Yearly budget capital------------- recurrent------------------------
Source of finance-----------------------------------
Total paid-up capital----------------------------------------------
When the institute is transporter Number of flight it has-----
Number of customers served by the institute pre year------------------
 Legal Competency
Fully authorized to manage the sector mandated to manage only
in the city/town & adjacent areas technical affairs
Head office liaison
 Strength of the institution---------------------------------------------------------------

---------------------------------------------------------------------------------------------------
 Problems/ weakness of the institute----------------------------------------------------
---------------------------------------------------------------------------------------------------
 Other opinions regarding institutional issues
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__________________________________________________________________
__________________________________________________________________
______________________________________________________
Format 3: Transport and Traffic Management Related Legal

Information collection format
1. Relevant legislations, decrees and directives
 Name,________________________________________________________
_____
 Reference number, date & year of
issuance_________________________________________
 Issuing authority_________________________________
 Key Provisions which have significant implications to the issue of Transport
and Traffic management
___________________________________________________________________
___________________________________________________________________
______________
2. Strength of the law
______________________________________________________________
______________________________________________________________
______________________________________________________________
__________________________________________________
3.Weak side/ gaps in the law

__________________________________________________
________________________________________________________________________
________________________________________________________________________
_______________________________________________
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Format 4 : Municipality’s Capacity assessment survey Format

1. Yearly budget
Recurrent--------- Capital ____________Total--------------------------
Allotted budget for transport and traffic management related function
For running cost--------------
For infrastructure development ---------------------Others-------------
2. Source of Finance
 Recurrent Budget
From Federal gov’t -------------- From Regional gov’t ---------------- Own income ---
-------------
If any other source mention the amount and source
_____________________________________________________
 Capital Budget
Form Federal gov’t ---------- From Regional gov’t --------------
Own income--------------
Direct loan/project finance---------- Community contribution---------------------
If any other source mention the amount and source,
___________________________________________________
3. Manpower
Total BA and above 10 & 10+ Below 10 grade
In the municipality total
In transport infrastructure
development & management
In traffic management
4. Strength of the town---------------------------------------------------

--------------------------------------------------------------------------------------------
5. Weakness of the town __________________________________________
_____________________________________________________________
6. Potentials of the town __________________________________________
_____________________________________________________________
7. Major transport related Issues in the town _____________________________
___________________________________________________________________
___________________________________________________________________
______________________________________
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Format 5 : Existing Transport Networks and Facilities Data Collection Format

5.1 Alpha-numeric data
Type of Transport network & facilities Unit Condition in %
SizeUniuu
Of Capacity Infrastructure
measu Unit Good (when Fair(when Bad(when Description
rement Measurement Size <75% is ok) 50<75% .50% is
is ok) ok)
Asphalted roads
Non asphalted but vehicular accessible roads
Paved Pedestrian walkway
Graveled Pedestrian walkway
Railway line
Non motorized transport route
Passenger Terminals
Fright terminals
Car parking
Fuel station
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Format 6. Data Collection format for Spatial Distribution of Major Settlements

6.1 Alpha -numeric
Total Age ( in year) Density/ hectare Household’s income category (%)
Popul <5 5-22 23-65 >75 Housing Affluent Middle Poor family
(>2000/m income(450- (<450/momnth)
S/N sub-city/ ation Pop.
omnth) 2000/momnth)
Kebele
No dense Good supersede
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Format 7. Data Collection Format for Spatial Distribution of Major activities

7.1 Alpha -numeric
sub - city/ Share of major activities (% in terms of land-use) Remarks
S/N Kebele Industry Commerce Services Offices Residence Other
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Format 9, Accident Data Collection and analysis Format

9.1. Identification Particulars by Location From year------month----- to year--------month---------
Kbeble/Name Types of Accident
of the Road Overrunning Head on Rear end Collision brush/side Right angled Skidding Right turn Others (describe)
collision collision swipe collision collision
9.2. Cause and Impact of Traffic Accident From year------month----- to year--------month---------

Impacts/ outcomes
Cause of Accident
Loss in Birr No. people killed No. people injured Other, discribe
Roads design and conditions
Fault of drivers (skill problem)
Fault of drivers (behavior problem)
vehicles conditions
Fault of Pedestrian
Poor light condition (including street light)
Result of weather conditions
Stray animal
Other causes (specify)
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9.3. Accidents Classified According to location From year------month----- to year--------month---------

Number of Accidents
Location
Fatal Grievous Injury Minor injury Non-Injury Total
1. Near school or college
2. Near of inside a village
3. Near a factory/industrial area
4. Near religious place
5. Near a recreation place/cinema
6. in bazaar
7. Near office complex
8. Near hospital
9. Residential area
10. Open area
11. Near bus stop
12. Near petrol pump
13. At pedestrian crossing
14. Affecting by encroachments
15. Narrow bridge or culvert
16. Near market area
17. High speed curving
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9.4. Accidents Classified According to Road Feature From year------month----- to year--------month------

Number of Accidents
Carriageway width
1. Single lane
2. Two lanes
3. Three lanes or more without median
4. Four lanes or more with central divider
9.5. Accidents Classified According to Junction Type Traffic Control From year------month----- to year---
-----month---------
Number of Accidents
Carriageway width
(A) Type of junction
1. T-junction
2. Y-junction
3. Four arm/multiple junction
4. Staged junction
5. Junction with more than four arms
6. Roundabout junction
7. Manned rail crossing
8. Unmanned rail crossing
(B) Type of Traffic Control
1. Traffic light signal
2. Police control
3. Stop sign
4. Flashing signal/blinker
5. uncontrolled
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Format 10 Transport system capacity Assessment format year------month-----

Mode of transport Number Capacity coverage Ownership
% Private Gov’t Municipal other
Motorized public transport
Taxi
Non-Motorized public transport
Private car
No-motorized private transport
Walking
Crouse-country vehicles using
the rout/year
*Freight
* Public transport
*Private car
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Format, 11 Origin destiny survey

11.1. Passenger transport
1. Station Number & name----------------
2. Survey date-----------year---month—time-------
3. Tripe origin---------------
4. Trip destiny------------------
5. Purpose of the trip
 To work from work back home Visiting relatives and friends Shopping Recreation /relaxing
 other mention it ------------
6. Mode of Transport used
 Private car Motorized public transport Taxi Non-motorized public transport
 Non-motorized private transport Walking
 Other-------
7. Personal data
age sex Occupation Income level (in Birr)
lass than 5 5-22 23-65 more than 65 Male Female lass than 300 300-1500 1501-3000 more than 3000
8. Why they select the mode of transport

 No other option Best in terms of cost Best in terms of comfort
 others----------------------------------------------------------------------------------------------------------------------------------------------------------
----------------------------------------------------
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10.2. Freight transport

2. Survey date-------------- year---month—time-------
3. Tripe origin---------------
4. Trip destiny------------------
5. Purpose of the trip
 To transfer the load Final destiny of goods
 other mention it ------------
6. Transported good
 Type----------------------------------------------------------
 size in tone------------------------------------------------
7. Vehicle/mode of transport capacity in tone --------------------------------------------
8. Why the user selects the mode of transport
 No other option Best in terms of cost Best in terms of comfort
 others----------------------------------------------------------------------------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------------------------------------------
9. Why the transporter selects the rout
 No other option Traffic problem with the other options It is the shortest rout
 other --------------------------------
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Format 12. Traffic count format

2. Survey date--------------
Mode of transport Number of vehicles/pedestrians per hour :
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Passenger transport
 Large size bus(more that 45 set)
 Mini bus(11-45 set)
 taxi (1-10)
 Private car
 NMPT
 walking
Freight
 large size
 Medium size
 Small size
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REFERENCES
Vidisha Parasram, 2006, Horizon Solutions.
Padeco, Co. LTD, the World Bank (2000) Study on Urban Transport Development, Final
Report.
IHE, Netherlands (2006), Poverty and Urban Transport in East Africa: Review of research
and dutch donor experience.
Maurits Servaas, I-ce, (2000), The Significance of Non-motorized transport in developing

countries, Final Report, Interface for Cycling Expertise, Utrecht, the Netherlands,
Consulting Engineering Services, 2005. Urban T4ransport Study and preparation of pilot
project for Addis Ababa, Findings Report. Office for the Revision of Addis Ababa Master
plan, 2002, Addis Ababa City Development plan (2001-2010)
Ministry of Federal Affairs, 2003, National Urban Planning Manual.

May T, and Taylor, M, 2002.
Queensland government, 2003, Integrated Planning Frame work, a guide for transport
planning.
Wisconsion Department of Transport, 2001, a guide to preparing the transportation element

of a local comprehensive plan, transportation planning resource guide.
Professor John whithelegg, 1997, A guide to achieving traffic reduction targets in England
and Wales.
South Africa Local government association,1995, Summary of Integrated Development

Planning (IDP) Guide pack.
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Davidson, Forbes and Payne, Geoffrey, 2000, Urban Projects Manual: A guide to preparing
upgrading and new development projects accessible to low income groups, second revised
edition, Liverpool university press, DFID
Ethiopian Roads Authority (FDRE) Consulting Engineering Services and Saba Engineering
PLC, 2005, urban Transport study and preparation of pilot (project for Addis Ababa
Ethiopia Road Transport Authority (1997) “Report on Road Sector Development Program
(1997 – 2002). Paper presented at launch Conference of RSDP, ERA, and Addis Ababa.
Ethiopian road Authority (2005). Urban Transport Study and Preparation of Pilot Project for
Addis Ababa- finding Report- Addis Ababa Volume I Main Report, Addis Ababa Ethiopia.
Ethiopia Road transport Authority (RTA) (2000). Study on Road Transport Regulations-
Survey Report. Study Painificazione Del Terriforio Roma-Italia.
Ethiopian Roads Authority (ERA) (2000). Road Sector Development Program –

Accomplishment (July 1997 – June 2000) and Plan (June 2002-June 2007).
Kadiyali, L.R (1978). Traffic Engineering and Transport Planning. Khanna Publishers, Delhi
Ministry of Federal Affairs (2002). Urban Planning and Implementation Manual (Draft
Version), Addis Ababa.
Ministry of Urban Development and Housing and national Urban Planing Institute: (1986).
Addis Ababa Master Plan (Executive Summary), NUPI, FWI, IUAV.
________________________________________________________________________ 108
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URBAN TRANSPORT

The Federal Urban

4.2 Strategic Options ........................................................................................................ 40

CES = Consulting Engineering Services

ERA = Ethiopian Roads Authority

SSATP = Sub Sahara Africa Transport Planning

UTTM = Urban Transport and Traffic Management

Transport efficiency is considered as an indicator of urbanization and development level.

1.2 Urban Transport and Traffic Management Planning in the Context of

Fig.1. A Framework of the Ethiopian Urban Planning System

Level Long Term Integrated

Level 1 Long Term Integrated Urban Development Plan

Urban Structure Plan

IUISP UTTMP LDP LEDS LSDS UURP

5 years Municipal IDP

5 years 5 years 5 years 5 years 5 years 5 years

The Ethiopian Urban Planning System could be conceived in four levels.

1.3 Methodology and Approach

The Adoption of the IDP Approach

1.4 Purpose of the Manual

1.5. Who should use and how to use the manual

1.6 What is in the manual

Developing countries are characterized by increasing motorization trend within ill

2.1.2 Specific cases

According to the land use and road network plan;

The entire MTS is currently operated by Urbanization de Curitiba (URBS), a publicly-

The Far East experience based on (PADECO Co LTD 2000)

Comprehensive legal framework supporting integrated development is the key success

Employment is so crucial that there is an argument for regarding it as a direct approach to

Motorcycle-based passenger services have become established in both West (Benin,

Road and footpath improvement was successfully embedded in a diverse program of

Developing countries urban transport planning based on the Dutch experience, M.

Design standards Prioritize

Fig. 2 NMT network planning process in the Netherlands.

1. Establishment of a proper organizational set-up for urban mobility planning and

Servaas identifies three main categories of roads:

Table 1. An overview of costs and benefits of interventions tested in SSATP projects

2.1.3 Lessons learned from the international practices

It is recommendable to secure transit corridors at an early stage of economic systems and

According to PADECO (2000), general observation of cities in developing countries reveals

The documented approaches to the upgrading of low-income settlement transport

2.2 Local Experiences in Urban Transport Planning and Traffic Management,

2.2.1 Imperial Era

2.2.2 Dergue Regime

2.2.3 Current Planning Practices

Initiation Prim minister approves

Plan handover to regional Works

Fig. 3 URBAN PLAN PREPARATION PROCESS BY NUPI (FUPI)

2.2.4 Existing Urban Transport Planning and Traffic Management Considerations

Environmental Considerations: The issues of environmental concern in urban transport

3. URBAN TRANSPORT PLANNING AND TRAFFIC MANAGEMENT

Urban transport system consists basically of four major component parts:-

2. Transport Modes (Mobile matter):

3.4. Key Tenets

Stakeholder Participation and partnership: Participation of stakeholders should be

3.5. Paradigm Shifts in Transport Planning and Traffic Management Concepts

Table 2. Paradigmatic shift in UTPTM

Integration as a major paradigmatic shift

Other planning Transport Land use

Bottom up: Incorporate local needs, knowledge