Prepared by nasir ousman of Aweday

1. Ethiopian Civil Service University
Institute of Urban Development
Studies
Department of Urban Infrastructure Provision Management
Master’s Program
Thesis Proposal on the Impacts of Transport infrastructure Provision
on economic development. A Case study of Aweday Town of OROMIA
REGION
By: Nasir Ousman ID. No. ECSU1400862
ADVISOR: DR. RANAVINJAI SINGH
A Proposal will be submitted to the Institute of Urban Development Studies
Programme, Ethiopian Civil Service University, in Partial Fulfillment of the
Requirements for the preparation of the thesis for the Award of a Masters Degree in
Urban Infrastructure Provision Management Management.
June 14, 2016
Addis Ababa, Ethiopia
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2. Table of Content
Title page
Table of Content................................................................................................7
1.3. Objectives of the Study...................................................................................................................17
1.3.1. Main objectives of the study....................................................................................................17
1.3.2. Specific Objectives of the study...............................................................................................17
1.3.3. The research Questions...........................................................................................................17
1.3.The Hypothesis of the study............................................................................................................18
1.6. Significance of the study.................................................................................................................18
1.7. Scope of the study .........................................................................................................................19
1.8. Description of the study area..........................................................................................................19
1.8.1. Location of the Study Area.......................................................................................................19
1.7.2. Foundation ..............................................................................................................................20
1.7.3 Demographics...........................................................................................................................20
1.7.2 Topography...............................................................................................................................20
1.8. Organization of the Study...............................................................................................................21
1.9. The Limitation of the Study.............................................................................................................21
RESEARCH METHODOLOGY.......................................................................................................................37
3.0. Introduction........................................................................................................................................37
3.1. Operational Definition of Variables................................................................................................37
3.2. Research design..............................................................................................................................38
3.2.1. Research type..........................................................................................................................38
3.2.2. Time Dimension of the research..............................................................................................38
3.2.3. Research strategy.....................................................................................................................38
3.2.4. Research Approach..................................................................................................................39
3.3. Questionnaire.................................................................................................................................39
3.4. Interview.........................................................................................................................................39
3.5. Sampling Techniques......................................................................................................................39
3.5.1. Population Universe.................................................................................................................40
3.5.1. Sampling Frame.......................................................................................................................41
3.5.2. Sampling Unit...........................................................................................................................41
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3. 3.5.3. Sampling Size...........................................................................................................................41
3.6. Sources of Data...............................................................................................................................41
3.6.1. Primary Data Sources...............................................................................................................41
3.6.2. Secondary Data sources...........................................................................................................41
3.7. Data Analysis and Interpretation....................................................................................................42
3.8. Data Presentation...........................................................................................................................42
3.9. Operationalization (Logical) Framework.........................................................................................43
3.9. Limitation........................................................................................................................................43
APPENDIX B...........................................................................................................................................55
INSTITUTES OF URBAN DEVELOPMENT STUDIES...................................................................................55
DEPARTMENT OF URBAN INFRASTRUCTURE PROVISION MANAGEMENT.............................................55
QUESTIONNAIRE (TO BE FILLED BY RESPONDENTS)..............................................................................55
About authors BA in economics From Arban Minch University and MA in Urban Infrastructure
from Ethiopian Civil Service University
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4. List of Figures
Figure 2.1: Relationship between cost and output…………………………………….13
Figure 2.2: Price Bands…………………………………………………………………14
Figure 2.3: Contributions of infrastructure………………………………………………17
Figure 2.4: Effect of transport on growth through the formation of capital stock………18
Figure 2.5: Traditional view of the effects of transportation infrastructure investment....18
Figure 2.6: Modern link between transport investment and economic growth...………..19
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5. Acronyms
GDP Gross Domestic Product
ERA Ethiopia Road Authority
UNESC United Nation Economic and Social Conference
WTO World Trade Organization
AfDB Africa Development Bank
SSA Sub-Saharan Africa
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6. AU Africa Union
UNECA United Nation Economic Commission for Africa
AADT Annual Average Dial Traffic
CIP Capital Investment Plan
UNECAP UN Economic Commission for Asia and Pacific
1. Introduction
Transport has a necessary role to play for Economic growth and Social development of a
country. The existence of infrastructure in general and transport infrastructure in particular is
very crucial to any nation’s economic and social development.
The transport sector plays a role of outstanding importance in any national economy, both
through its own direct contribution to GDP and employment as well as through the provision of
services which are indispensable for the development of all other economic sectors. They
comprise urban, national regional and international import, export and transit flows of goods and
passengers.
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7. According to the study taken by Feredic, 2005, and Charles, 2004, transport infrastructure is
makes cities engines and occupies an important role in a country’s commercial life, industry and
in the overall economic growth and development of any given economy.
It is true that improved transport is basic to the development in social, political and economic
fields. The cornerstone of any market based economy is an efficient system for supplying
production and business inputs and distributing outputs. The movement of any economy to a
higher level is dependent on making more efficient use of transport facilities (Tefera and
Alemayehu, 1996:5).
This evidences’ testify by Amadi, 2013 studies that identify the potential significance of
transport development for investment, trade, growth and poverty alleviation has long been
recognized. According to this not only does transport infrastructure facilitate the direct provision
of services to consumers, it also provides intermediate inputs that enter into the production of
other sectors and raise factor productivity. By lowering the cost and reducing the time of moving
goods and services to where they can be used more efficiently, transport development adds value
and spurs growth.
Consequently, other Evidences testify to the fact that adequate and efficient physical
infrastructure, in general and transport in particular, are among the most essential inputs for
poverty reduction via direct and indirect channels (Tassew and Walter, 2004:139).
In most developing economies that are landlocked country like Ethiopia Road transport is one of
the most popular and important modes transport. In the case of Ethiopia, the physical and
economic features as well as economic status of the population, make road transport the most
viable mode of transport, the country must give priority to develop its socio-economic
infrastructure. At present Ethiopia has no option but to develop and improve the quality and
accessibility of its Transport network.(ERA, 1996)
In other studies Gramlich, 1994 the services provided by the infrastructure capital stock for
instance power, transport; telecommunications, provision of water and sanitation are
fundamental to economic activity. Until the late 1980s, however, economists paid little attention
to the role of infrastructure in either theoretical or empirical studies. Since then, interest in this
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8. issue has begun to increase largely as a result of a series of papers by which ascribed the
slowdown in US productivity growth to declines in investment in infrastructure.
According to Mustapha, 2011 transportation is a critical factor in the economic growth and
development. It is a wealth creating industry on its own inadequate transportation limits a
nation’s ability to utilize its natural resources, distributes foods and other finished goods,
integrate the manufacturing and agriculture sectors and supply education, medical and other
infrastructural facilities. There is the need therefore to maintain and improve the existing
transportation and build new infrastructures for a national wealth. The national wealth is the
growth domestic products (GDP) which is an indicator or measures of the rate of economic
growth.
As my studies reveals that view of future expectation it is observed that commodity movement
will increase in volume. The growth of commercial transport performance in the projection years
seems to mismatch the growth in the economic performance.
The results of the findings were used to suggest areas for further policy implications and area of
investments. The government should now consider the policy and regulatory frameworks and
give greater priority to investment in transport infrastructure. At the same time it should consider
giving the private sector the chance to highly participate in the transport industry to fill the gap.
So in order to fulfill this gap the government and private sector must be identify the current
condition of transport sectors and the forecast for the future, this research helps.
1.1. Background of the study
In most developing economies like Ethiopia including study town transport is one of the most
popular and important in economic development at national and local level. In the case of
Ethiopia, the physical and economic features as well as economic status of the population, make
transport the most viable mode of transport, the country must give priority to develop its socio-
economic infrastructure. At present Ethiopia has no option but to develop and improve the
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9. quality and accessibility of its road network. The economic structure of countries cannot be seen
at a glance as it is a much diversified concept in different terms
According to few researcher between developed and developing countries, even between
developed countries there is implicit and explicit difference in economic and social structure due
to availability and presence of service infrastructure. (Olga I., 2003)
This is justified that transport is an indispensable element of development and socio-economic
growth. As engines of economic integration, transport infrastructure and service facilities
constitute a precondition for facilitating trade and the movement of goods and persons. Long
perceived as a tool for accessing national and regional trade in a radically changing global
environment, transport infrastructure remains a pillar of development with a view to accelerating
growth and reducing poverty. As UNESC, 2007 stated that the challenges of globalization,
Africa is lagging significantly behind in the development of regional trade, particularly because
of the lack of reliable and adequate transport. Indeed, the existing transport facilities for trade are
completely outward-looking with the result that transport infrastructure and services have been
little developed and the physical network poorly integrated. Thus the idea of transportation
and economic development are interlinked. This is so because transportation is a
derived demand that is driven by the needs and desires to attain some other final
objective and thus as an economic development it stimulates demand from consumers
and firms which in turn increases the demand for transportation services. (Kenneth and
Samantha, 2008, as cited in Kalkidan, 2015)
An economy that possesses high capital accumulation, moderate growth in its
population and growth in technological progress is said to be in the path of economic
growth. In other words, economic growth is a result of the rise in GDP. However the
idea of development is wider than this. For a country to be developed, its economy
should not only grow but should also be able to attain structural change. In other words
economic development is concerned with both economic and social well-being of the
society. Thus, growth is a necessary but not a sufficient condition for development
which is concerned with both quantitative and qualitative changes in the economy.
(Oyesku et al, 2013)
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10. According to Seetanah, 2006, though decision makers and economists salute the importance of
transport capital development in fastening productivity and economic development, yet this has
received inadequate interest in the literature. Moreover most available research tend to focus on
the economic effect of aggregate public capital at national and regional level and they have been
mostly based on developed countries’ cases. Research using cross section data set for sample of
country like ours has even more scarce. Overall, most of them tend to establish positive impacts
of public and transport capital on growth not at country level they focusing at regional level
means that they focused by comparing country to country.
The Ethiopian economy continued its strong expansion in Fiscal Year 14 with real GDP growing
by 10.3 percent. Growth was driven mainly by the services sector specially expansion of
transport sectors. (World Bank Group, 2015)
In the study by Yetnayet, 2012 transport infrastructure generally influences the
interaction between or among intra and inters urban centers. It facilitates and ensures
exchange role of urban centers through market linkage, because urban centers are
interdependent. It gives more values to different land uses and urban activities such as
residential areas, industries, businesses, service centers, administrative activities etc.
Transport infrastructure also gives support to all urban utilities and ensures urban
mobility including study town.
1.2. Statement of the problem
Transport plays a crucial role in urban development by providing access for people to education,
markets, employment, recreation, health care and other key services. Especially in cities of the
developing world, enhanced mobility for the poor and vulnerable groups is one of the most
important preconditions for achieving Millennium Development Goals.
According to Cesar et al, 2010, transport infrastructure has a detrimental role in affecting
positively or otherwise, the efficiency of the primary and secondary economic sectors that
require input-output movements are very much dependent on this particular sectors.
According to European Commission, 2008, transport infrastructure is a key element for the
economic growth and development and it plays a fundamental role to achieve the Lisbon
objectives to increase growth and jobs in Europe. (EUC, 2008)
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11. As Robin et al., 2008 suggest that roads, bridges, rail lines, ports, and airports deliver economic
and social benefits by connecting firms to international and regional markets, and by enabling
individuals to reach water, fuel, schools, clinics, jobs, and relatives.
Globally meeting of the infrastructure gap in Latin America and the Caribbean would require
countries in the region to boost investment as a share of GDP from the current rate of 2% to
5.2%. After major investments in telecommunications two decades ago, the region lags in
transportation and water infrastructure. Due to this gap they put more focuses toward the
provision of transport infrastructure and telecommunication which lead the most driving force of
economic development of the region. (Michael et al, 2013)
Sub-Saharan Africa’s cities have strikingly underdeveloped urban networks, reaching only about
128 meters of road per thousand residents compared to 700 meters per thousand in the low
income countries of the developing world. Urban connectivity is based on the concept of ready
access to a one lane paved road capable of supporting year-round access by a bus service or
equivalent motorized vehicle, such as an ambulance or a fire engine. (Robin et al., 2008)
According to Ibrahim Worku 2011 Ethiopia is one of the countries of Sub-Saharan Africa and
since 1993/94, the Ethiopian government has been implementing various reforms that have
involved the processes of structural adjustment programs along with commercialization of
agriculture, private sector development, and a number of related poverty alleviation programs.
Successful implementation of the programs requires an efficient infrastructural system. In
particular, transport infrastructure is supposed to create a network over a wide array of
infrastructural facilities. In addition, the road transport sector is essential for developing
countries for the reason that provision of other advanced means of transportation is expensive.
For instance, Fan and Rao, 2003, as cited in Ibrahim Worku, 2011) citing numerous studies,
indicated that public spending in urban infrastructure is one of the most powerful instruments
that governments can use to promote economic growth and poverty reduction and among these
services road transport sector is considered as the crucial one.
Even though decision makers, different researchers and economists in the above addresses the
importance of transport capital development in fastening productivity and economic
development, yet this has received inadequate interest in case of local economic development.
Moreover most available research tend to focus on the economic effect of aggregate public
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12. capital at national and regional level and they have been mostly based on developed countries’
cases. Research using cross section for the sample local economic development is very scarce.
Overall, most of them tend to establish positive impacts of public and transport capital on
growth. It should be again this study mostly focused on the study of impacts of transport
infrastructure provision on local economic development in the case study of Aweday town which
is one of the reform towns in Oromiya Regional state. Generally, this study describes the current
situation of transport infrastructure and overview the overall transport infrastructure provision in
the town using existing data, analyze the impacts of transport infrastructure provision on local
economic development especially by using household income, accessibility to the transport and
Mobility of the residence is not researched before, so this researcher forwards provision of
transport infrastructure and lastly the researcher forward the situation of transport infrastructure
provision and management and recommend the results.
1.3. Objectives of the Study
1.3.1. Main objectives of the study
The main objectives of the study are to conduct the impacts of transport infrastructure in
development of Aweday town and to identify transport infrastructure provision and management
challenges of Aweday municipality.
1.3.2. Specific Objectives of the study
Based on the general objectives of the study above, the study seeks to achieve the following
specific objectives
To present the current situation of transport infrastructure of the town
To overview the overall transport infrastructure provision process and identify the challenges of
provision in the study town
To analyze the impacts of transport infrastructure provision on local economy of the town
To forward situation of transport infrastructure provision and management
1.3.3. The research Questions
This study is intended to answer the following questions with regard to transport infrastructure in
Aweday town.
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13. What is the current situation of Transport infrastructure in Aweday town?
What are the overall transport infrastructure provision process and major challenges during the
provision of transport infrastructure in the town?
What are the major impacts of transport infrastructure provision on the economic development of
the town?
What are the options exist for transport infrastructure provision and management?
1.3. The Hypothesis of the study
There is no significant relationship between the socio-economic development of the town and
condition of transport infrastructure.
1.4. Conceptual Definition
Transport or transportation is the movement of people, animals and goods from one location to
another. Modes of transport include air,rail, road, water, cable, pipeline and space. The field can
be divided into infrastructure, vehicles and operations. Transport is important because it enables
trade between persons, which is essential for the development of civilizations.
According to Ethiopian transport proclamation no. 468/2005 "Transport" means any transport
service undertaken on road, railway and water by motor power carriers.
(Federal Negarit Gazeta, 2005)
Economic development refers to progress toward a community’s economic goals such as
increased employment, income, productivity, property values, and tax revenues
1.6. Significance of the study
Although transport infrastructure has significant role in the development of the town and cities,
Aweday town is facing the challenge of accessibility and affordability of the transport
infrastructure in Aweday town condition of the town is subtropical (Weina Dega) and has diverse
population If there are accessible transport infrastructure provision; they would decrease
problems related to transport infrastructure provision and maintenance. But in the town the
Transport infrastructure network is poor in quality and even not exist some parts or not properly
maintained, and accessibility especially in asphalt, Gravel, and cobblestone Transport
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14. infrastructures. Generally Transport infrastructure improvement and provision does not given
attention by the Regional Transport infrastructure Authority and the town itself.
This study has the following significance:
For an academic purpose for future preparation of research related to transport infrastructure
provision
 Guide urban actors in Aweday Town how they can improve and plan the transport
infrastructure.
 An input for the preparation of mobility network and transport infrastructure follows
during master plan preparation time of the Town plan.
 It helps the town administration to access the transport infrastructure
 Recommend and increase awareness about benefit of having improved transport
infrastructure for decreasing time of travel and providing goods and services on time to
and from the town.
1.7. Scope of the study
The study will have both conceptual and spatial (geographic) bounders. Conceptually, it will
focused only impacts of transport infrastructure provision on development of the town. This
Study will be focused geographically only the impacts of transport infrastructure provision on
development of Aweday town so it can be include only the area under the Aweday Municipality.
1.8. Description of the study area
1.8.1. Location of the Study Area
Aweday is located in East part of Ethiopia in Oromia region East Hararge Zone at a Distance of
510 km from Addis Ababa and 13 Km from Harar the Harari region capital Harar. And it is
38km far from Dire Dawa in South West and 115 km far from Jijiga town of capital city of
Somili Regional States. The town is bordered by Haromaya Woreda in the north, in the south
still Haromaya Woreda, Harari Regional State in the east and by the Haromaya town in the west.
Aweday town is located the main Transport infrastructure that cross the country and pass to the
capital city of Somali land Hargeysa so it is busy Transport infrastructure due to the above
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15. reason. And its total area of its that covered by structural plan 2006 is 2405km wide at present.
(Aweday, 2006)
1.7.2. Foundation
Before its establishment, the area of Aweday was covered with forest and Didimtu Lake
according to information from elderly. The city was founded in 19th century as a village and the
main factors for its foundation includes its problems of rob and military camp established in
Hammeresa, due to the above region traders of Chat in order to survive their trade they gone to
Didimtu area and began to exchange chat there and establish the town of Aweday today.
Aweday town has got its present name from the one person who living there for many years and
died there his name is known as waday the name Aweday derived from this person name
community living in the town. From its beginning it started to lead under Haromaya town as a
one kebele up to 1991 EC. But after many series question raised by the people in 1991 Oromia
Development Bureau gave its own structure to lead itself in 1999 EC Oromiya Urban
Development Office take this town as one of the town which is classified it as one of the reform
towns in the region.
1.7.3 Demographics
The first, second and third censuses carried out at national level in 1984 ,1994 and 2007; put the
population size of Awaday town at 3,486 and 3,925, and 7,686 respectively. The Analytical
statistical report released by CSA in 2011 provides population size at 9,096. Based on the trend
observed in the past, and incorporating the population from the expansion area the current (2012)
population size of the town is reckoned to be close to 23,863 including the population of
expansion area. (Aweday CIP, 2006-20)
1.7.2 Topography
The topographic feature of is morphologically apart from volcanic and tectonic activities. There
is no hazardous area in the town. Aweday Town has ups and downs (undulation features). In its
topography. The average altitude of built able area is about 1960-2000 meters above sea level.
And longitudinal location of the town is 9° 21' 37.38" N 42° 2' 45.94" E. (Aweday, 2003)
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16. 1.8. Organization of the Study
The thesis will have five chapters. The first chapter will introduce the background of the study,
problem of the statement, objectives of the study, research questions, and significance of the
study, the scope of the study, conceptual definition, description of the study area, and limitations
of the study. The next Chapter will deals with the review of related literature. The third Chapter
will describes the research design. The fourth chapter will focus on data analysis, interpretation
and presentation. Finally, in the fifth chapter conclusions and recommendation of the research
report will be presented.
1.9. The Limitation of the Study
In the way of conduction of this Research we will have come across many problems. Some of
these problems include:-
Shortage of time to collect all data from all peoples of using and participating all people will be
difficult
 There will be Shortage of finance
 There will be Lack of organized and adequate data on transport infrastructure provision
in the Aweday town
 In order to come up the limitation above the researcher will use the following methods
these are:
 Sampling methods which is used in the researcher method and purposively method which
is used to identify and represent the whole peoples of the study area
 Since the finance is not that much is enough to use the whole people the researcher will
use
In order to come up with the above limitation researchers uses the following methods:
- In order to solve the shortage of finance the researcher uses the sampling method and
purposively selected sector which can represents the study areas
- In the case of lack of data he uses data of different offices such as Transport office,
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17. Traffic management office, Municipal office and Mayor office then organizes the data for
analysis.
2. LITERATURE REVIEW
Transport Infrastructure is important for the services it provides. It is an important input to the
production process and raises the productivity of other sectors. This infrastructure connects
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18. goods to the markets, workers to industry, people to services and the poor in rural areas to urban
growth centers. Consequently, lowers costs, enlarges markets and facilitates trade. Thus,
infrastructure provides services that support economic growth by increasing the productivity of
labor and capital thereby reducing the costs of production and raising profitability, production,
income and employment.
2.1. Definition of some Key concepts used in the topic of the study
Major concepts used throughout this paper.
Transport refers to the supply system enabling people and goods to move or be moved within a
defined area. Urban transport refers to such a system at the level of an urban or metropolitan
area. A transport supply system typically includes infrastructure (fixed installations), vehicles
and operations; operations refer to the way in which infrastructure and vehicles are operated, as
well as the enabling environment such as financing, legal frameworks and policies. (Torrisi,
2009)
Transport infrastructure includes linear installations (such as roads, railways and waterways)
and terminals (such as railway stations, bus stations and trucking terminals). Transport services
include bus systems, taxi fleets and rail services.
Public transport refers to transport services available to the public (as opposed to private
transport). Public transport services can be supplied by public or private operators, with or
without predetermined schedules, routes, stops, fares and subsidies. Private operators can be
formal (officially recognized by the public authority) or informal, and the state of informality can
in turn range from being ‘illegal’ and unregulated to being ‘legal’ and regulated.
Para-transit refers to public transport services supplied by informal private operators running
small to medium capacity vehicles (including motorcycle taxis, collective taxis, and mini-buses).
Non-motorized transport (NMT) refers to human powered modes (mostly walking and cycling);
motorized private transport refers to all other private modes (e.g. motorcycle, car, pickup truck).
Mobility refers to a group of users' ability, tendency and/or need to move, resulting in a transport
demand. Mobility therefore primarily refers to the demand side of a transport system.Transport
infrastructure and services are supposed to answer to existing and future mobility needs.
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19. Accessibility according to Rodrigue 2006, “Accessibility is defined as the measure of the
capacity of a location to be reached by, or to reach, different locations. Therefore, the capacity
and the arrangement of transport infrastructure [and services] are key elements in the
determination of accessibility.”
2.2. Basic Theoretical Impacts of Transport infrastructure provision on economic
development
The theoretical foundation underlying the study is that provision or improvement of transport
services results in reduction of transport cost and/or travel time which in turn lead to increased
production. Improved transport, therefore, promotes social and economic development by
increasing mobility and improving physical access to resources and markets (IFAD, 2001).
Fromm (1965), World Bank (1994) and SACTRA (2000) treat transport as one of the factors of
production. It is universally accepted that the provision or improvement of transport services
results in reduction of transport costs. As transport cost decreases, the factor prices fall resulting
in the increased demand for input use or more output supply according to microeconomic theory
(Varian, 1992, 1999). Bhalla (2000) has similar argument. He goes ahead by saying that the
marginal cost decreases as a result of improved transportation. IFAD (2001), HMGN (1997) and
World Bank (2001) emphasize the role of rural transport for socioeconomic development. There
exists a massive theoretical literature about transport and development (Fromm, 1965;
Forkenbrock, 1990; World Bank, 2001; Baum and Korte, 2001, Sadoulet et al, 1995; Kessides,
1993; Banister et al, 2000; Berechman, 2001; Vickerman, 2001; Quinet et al, 2004; Bhalla,
2000; Polack et al, 2000; SACTRA, 1999 & 2000; Schelling and Lebo, 2001; Gannon and Liu,
2000; McCarthy, 2001; Boyer, 1998; Cole, 1998; Button and Pearman, 2001; Boyer, 1998;
Cole, 1998; Button and Pearman, 1985; Button, 1993; Dicky et al, 1980;
OECD, 2001). The authors recognize the important role of transport for social and economic
development of a country. I present reviews of some of the works below.
As the cost of transport declines, the production cost falls which may result in increased
production. Similarly when travel time is saved, more labor is available for production, which is
the same as an increase in labor supply, resulting in increased production. So the overall
activities expand with the provision of transport services. Investment in the transport sector can
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20. improve access to economic opportunities by reducing transport costs and travel time. If markets
are reasonably competitive, this can result in lower prices for freight and passenger services. This
in turn can lead to lower prices for product and consumer goods, a spatial extension of the
market for production and consumption goods, higher personal mobility, and general higher level
of socio-economic activities (Schelling and Lebo, 2001).
Figure. 2.1. Relationship between cost and output
According to Bhalla (2000), the marginal cost decreases as a result of improved transport
services leading to expansion of production. Let me denote the marginal cost by MC1 without the
road situation. With the opening of the road, the transport cost decreases which results in a
downward shift of the marginal cost curve from MC1 to MC2. This in turn results in a total cost
saving of an area abcd for the certain level of output Q1 and an increase in output from Q1 to Q2
(Figure 2.1) (Bhalla, 2000).
Local farmers can benefit from the road transport because the cost of transporting agricultural
products to markets is reduced and the distance to breakeven locations is extended. This might
lead to more intensive cultivation and increased production of cash crops. Road transport can
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21. further reduce production costs by lowering prices of delivered inputs, including equipment and
information (for example, through better agricultural extension services). The ultimate effect is
increased net farmgate prices and increased farm incomes although the extent to which this
happens depends on the competitiveness of the transport service market. All weather passability
of the road not only increases income from farming activities, but also makes prices more stable
and thus enables the poor to improve risk management and risk coping.
Figure 2.2. Price Bands
Source: Adapted from Sadoulet and de Janvry (1995)
Thus transport is the most important factor, which contributes to reduce the width of price bands.
As portrayed in Figure 2.2, there is a difference between the purchase and sale prices for the
rural households with poor access to road. The provision or improvement of transport services
reduces the transport cost of purchased and sale goods, which results in increase in farm gate
prices of agricultural products while decrease in the farm gate prices of agricultural inputs and
other consumer goods. The width of price band reduces due the improved transportation services
so the rural people get double benefits (Sadoulet and de Janvry, 1995).
Forkenbrock (1990) mentions that transportation services generate benefits by serving as an
economic tool used in transporting goods and people. The benefits of transportation investments
26

22. are strictly related to reductions in transportation costs. These investments foster economic
development by increasing net local income through cost reductions that exceed the cost of such
investments. A series of important issues should be taken into account when examining the
extent to which a transportation investment contributes to economic development. Transportation
infrastructure is one of the principal policy levers that state and local governments can use to
attract businesses and investors. The reason is that better accessibility to materials and markets
contribute to a comparative advantage. In order to place the relationship between transportation
investments and economic development in perspective, certain economic principles related to
public investment are presented as a means for stimulating private-sector activity. These
principles can apply as a sound conceptual base to the problem of how transportation
investments can best be used to foster economic development at state and local levels. Transport
infrastructure investment, however, acts as a complement to other more important underlying
conditions, which must also be met if further economic development is to take place. Additional
transport investment is not a necessary condition, but acts in a supporting role when other factors
are at work. In developed countries, where there is already a well-developed transport
infrastructure network of a high quality, further investment in that infrastructure will not on its
own result in economic growth (Banister and Berechman, 2001).
Most factors of production are positive determinants of aggregate output. Increases in the stock
of physical capital, for example, are typically associated with increases in aggregate output.
Thus, economic growth occurs when more factors of production become available and are put to
use. (Fedderke, et al, 2001)
Having developed a basic analytical framework within which to consider the infrastructure
growth relationship, discussion now proceeds to the positive potential linkages between
infrastructure and economic growth.
2.3. 1. THE ECONOMIC IMPACT OF URBAN TRANSPORT
The principal role of transport is to provide access between spatially separated locations for the
business and household sectors, for both commodity (freight) and person movements. For the
business sector, this involves connections between businesses and their input sources, between
businesses and other businesses, and between businesses and their markets. For the household
27

23. sector, it provides people with access to workplaces and education facilities, shops, and social,
recreational, community and medical facilities. (Eran, 2008)
Moving essentially from Barro (1990) and Aschauer (1989) many studies analyzing the
relationship between infrastructures and the economic development have been realized. On this
field there is a broad spectrum of theoretical viewpoints some of them diametrically opposed to
one another. A general consensus is achieved around the idea that basic infrastructure facilities
are important features related to economic performance. Apart from this main ideas opinion
differs greatly: both magnitude and causality remain subjects of debate.
Nonetheless, as research in the field progressed, disputes over this high impact of infrastructure
arose. Gramlich (1994), for example, pointed out that Aschauer (1989)’s approach was affected
by several problems. In relation to the magnitude of infrastructure impact he highlighted that
generally a positive public capital elasticity forces the choice between increasing returns of scale
and large factors rent, and that Aschauer (1989)’s work result in “pretty stratospheric estimates
of the marginal product of government capital” (Gramlich, 1994, p. 1186).
According to a recent African Development Bank (AfDB, 2013) Programme for infrastructure
Development in Africa (PIDA) report the continent’s large infrastructure deficit is holding it
back with road access rate of only 34%, compared with 50% in other parts of the developing
world, while transport costs are 100% higher. Poor infrastructure slows Africa’s per capita
growth by 2% annually.
Transport infrastructure impacts on both transport users and nonusers. It is therefore necessary
for the merits of transport proposals to be judged by their potential effect on all members of
society and not only on transport users, as was traditionally the case. This implies that effects
other than transport effects should also be studied.
Figure 2.3 illustrates the mechanisms on how infrastructure in general and transport in particular
affects economic growth and quality of life (Kessides, 1993). For example, provision or
improvement of transport services reduces the cost of transportation and travel time directly
which results in structural change through economic diversification, technological innovation,
changes in structure of production and consumption, personal welfare, labor productivity and
wealth. This will be finally reflected in reductions of costs of the most directly productive
28

24. activities (DPA) such as industry, agriculture, and services that use transportation services as
intermediate inputs.
Figure 2.3: Contributions of infrastructure
Source: Adapted from Kessides (1993)
The mechanism is as follows:
29

25. Provision of transport services ⇒ Transport cost ↓ ⇒ Cost of the DPA ↓ ⇒ Profitability ↑ ⇒
Investment ↑ ⇒ Employment ↑ ⇒ Output ↑
The development of transport contributes to economic growth through the formation of capital
stock (Figure 2.4). The development of transport influences capital stock in both private and
government sector. Real capital is formed in the transport sector and some private-sector capital
is also invested because of the development of transportation (Baum and Korte, 2001). This
means the investment in transport infrastructure crowds in private sector investment in the initial
stage of development.
Figure 2.4: Effect of transport on growth through the formation of capital stock
Source: Baum and Korte (2001)
30

26. Based on the traditional view, investment in transport infrastructure have two effects viz. direct
effects such as relocation, land rent and urban form, consumer and producer surpluses, and
production and transaction cost savings to be brought about by changes in accessibility, and
indirect effects such as externalities and multiplier effects (Figure 2.5).
Figure 2.5: Traditional view of the effects of transportation infrastructure investment
Source: Berechman (2001)
In fact the link between transport investment and economic growth is rather complex and multi-
dimensional. It is important to accommodate this complexity and causality in analysis and
recognize the multidimensional nature of the links between transport, location, development and
the many other factors relevant to our understanding of these processes (Figure 2.6). The main
idea underlying the relationship shown in the figure is that for transport-induced economic
growth to transpire, it is necessary that various economies be present in various markets. The
principal ones are firms’ agglomeration, transport network, labor market, land market and
environmental quality enhancements. Merely improving accessibility which translates into
reduced travel time and higher travel volumes would not be sufficient to generate growth
(Banister and Berechman, 2000).
31

27. Figure2.6: Modern link between transport investment and economic growth
Source: Banister and Berechman (2000)
In Ethiopia different researcher done on positive impact of Road transport infrastructure
provision on economic and social development, among this Asnake, 2006, on Road Frieght
Transport in Ethiopia with special emphasis on Addis Ababa – Djibuoti Corridor,
2.3.1. The Contribution of transport for economic development
The contribution of transportation to a country's development is high. Its share of contribution to
the GDP of a country is incontrovertible, though the nature and extent of the contribution varies
from country to country. Transportation plays a big role in what is known in both national and
international trade as invisible trade. It has been confirmed that its share in this respect in many
developed countries is as high as 26%. The role of transportation in the investment sector varies
between the developed and the developing countries. Because a good part of infrastructure
development has been taken care of in the developed countries, most of the investment there
focuses on automotive equipment, whereas the investment in the developing countries focuses on
infrastructure development. Of the total investment expenditure of developing countries, 30-35%
32

28. goes to infrastructure development, whereas in the developed countries the share of expenditure
for same is only 15-20%.
Currently the cost of transporting goods in Sub-Saharan Africa (SSA) is the highest in the world
(AfDB, 2013). Though wages are very low, the lack of reliable provision of roads in all regions
of SSA, seaports and other transport infrastructure makes it is extremely difficult for African
industries to compete in the global market. For example, African seaports are small by world
standards, poorly equipped and are associated with high costs due to outdate port-management
structures compared to ports in other developing regions, poor productivity and lack of
economies of scale. Container traffic in Africa, with the exception of South Africa, is still at an
early stage of development. Air transport remains also critical to Africa’s integration and
participation in an increasingly competitive world air transport market. However, inadequate
airport infrastructure and the unsatisfactory performance of many indigenous air transport
operators remains a major problem. According to a recent publication, the level of international
connectivity, measured in terms of the number of airports receiving direct international service,
is generally in decline with some exceptions. Railways have the potential to transform the
continent but currently play an insignificant role in Africa with rail density of 2.8km/1000km2.
The rail network is characterized by limited interconnection with very little electrified outside
South Africa, this is also true in case of our countries including study town. (Hoyle et al, 1973)
Investment in transportation infrastructure is critical to sustained economic growth. Mobility
studies show that transportation is absolutely essential to economic productivity and remains
competitive in the global economy. An international study found every 10 percent increase in
travel speed; labor market expands 15 percent and productivity by 3 percent. (Barrister and
Berechinan. 2000)
2.4. Classification of Transport Modes
Five transport modes have been witnessed so far in the history of humanity's technological
development: namely, road transport, water transport, rail transport, air transport, and continuous
flow system. Road transport consists of several types or modes, which are divided into two
main sub-categories: motorized and non-motorized.
Water transport is divided into local and international (marine) transport modes. Local
transport mode includes river, lake, and canal transportation as well transportation on huge dams.
33

29. Marine transport includes both cargo and human transport across seas or oceans between the
ports of the different countries.
Rail transport, which started about the time of the Industrial Revolution after the 1810s and
1820s, has been serving the world for nearly 200 years. There are many types of rail
transportation. The first phase featured a kind of train drawn by horses, followed by steam-
powered train, followed by the street car. Next came the different types of rail transport modes:
the regular surface railway, metro or subway, monorail, guided bus, trolley bus etc. The rail
transport system is classified as Light Rail Transit (LRT) and Heavy Rail Transit (HRT). The
other transportation mode, fairly recent in appearance and modern in its constitution, is air
transport. The appearance on the scene of air transport is historically linked to the use of balloons
for navigational purposes. But the basis for the development of the world's fastest transportation
system is the series of experiments undertaken by the Wright Brothers. Like the other transport
modes described above, air transport is divided into domestic and international, on the one hand,
and human and freight transportation on the other. Presently the world uses airplanes ranging
from the smallest, accommodating only one person (the pilot), to the largest, accommodating 350
people and traversing long distances across lands and oceans to connect the different parts of the
globe. (ERA, 1996)
2.5. A Brief History of the Development of Modern Transportation in Ethiopia
Modern transportation in the Ethiopian context, the reign of Emperor Menelik holds a cardinal
place. According to some writers, the idea of road construction started with the reign of Emperor
Tewodros, when he used manual labor for clearing land for a pathway across which to haul his
canon, the Sebastopol, to Mekdela. Since, however, the purpose of the roadway had nothing to
do with serving the public, let us limit our observation to the fact alone and pass on to the reign
of Menelik.
Using his close relationship with the government of Austria, Emperor Menelik imported the
roller, one of the technological products of the time, circa 1885-1887, Gregorian calendar. But
the building of the roadway itself on which this roller was operated carried out by clearing the
forest and leveling the land with a labor force drawn both from the governments army and the
public. Documents reveal that the first bridge to be built was that across the Awash, which took
34

30. place in 1886/87. According to the records, after the roller was transported to Addis Ababa,
Menelik had a 45-Kilometer stretch of road built through the combined labor of the military and
the civilian population, while the roller was simultaneously put to work on this same road, but it
did not take long for the machine to break down and be abandoned, never, it appears, to function
ever after. Different historical sources also point out that the first automobile came to Ethiopia in
1907/08, Gregorian Calendar, following which other cars with different models were imported
from England and Germany. The sources also point out that in 1908, Gregorian calendar; several
trucks were operating in Dire Dawa during the dry season. Given the cultural disposition of the
society at the time, those who were able to operate cars seemed to have satisfied themselves with
the idea of just driving the respective vehicles they owned, traffic laws and regulations being
alien to them until the years between 1915 and 1917.Gradually, however, oral directives and
orders were given both to vehicle operators and pedestrians. (Mekete, 1983)
Although the Italian invasion of 1935-41had inflicted damage on the country, it nevertheless had
its own contribution to the expansion of modern transportation. It has been reported that public
transportation, but especially taxi and bus services, started in Ethiopia during the Italian invasion.
(Ibid)
Although, according to historical records, the first motor vehicle operator was Emperor Menelik
himself, the first operator with a legal driver's license was Negadras Tesemma Eshete, who
learned the skill while he was in Germany. Regarding the promulgation of transportation codes,
the laws promulgated in 1934 and 1935 (Ethiopian Calendar) are considered the first written
laws. At the level of government offices, however, the first institution in charge of transportation
was the Road Transport Administration Bureau, which was established in 1960 prior to that, the
administration of most of transportation activities was the responsibility of a board and some
share companies under the jurisdiction of the Ministry of Transport and Communications.
Regarding the administration of other transportation systems, we find that rail transport
administration came into being along with the beginning of rail transportation in the 1910s. As
for air transport, Captain Mekonnen Beri tells us, in his book, “Aviation in Ethiopia” that the first
airplane came to Ethiopia in 1921. Following that, towards the end of the 1930s (more
specifically in1938), Ethiopian Airlines was legally established. Regarding water transport, the
Ethiopian Merchant Navy was established during the reign of Emperor Haile Selassie, towards
the end of the 1950s and the beginning of the 1960s, alongside which seaport and maritime
35

31. transport offices as well as maritime transport authority were mandated to administer the
country's international water transport system. (FDRE, 1995)
The 1950s and '60s constitute that period in the history of the development of our country's
transportation sector in which much was accomplished. The period was one during which many
agencies and companies were created and competitions among them to provide better services
and attract passengers and clients flourished. Consequently several laws and regulations related
to the administration of transportation were issued. After 1967/68, however, many things
changed, especially changes that brought the development of transportation to a virtual standstill.
Several transport companies were nationalized and brought under the jurisdiction of Freight
Transport Agency and Public Transport Corporation. Everything pertaining to transportation was
administered through zonal structures. (Ibid)
2.6. The Current Situation of the Ethiopian Transport Sector including study
town
The transportation branches for which data are available in Ethiopia are road transport, air
transport, rail transport and water transport. Of these four types, the biggest service provider is
the road transport branch. Accordingly, 90% of freight transportation both in the import and
export sectors and 95% of the public transportation services are provided by the road transport
branch. Whereas the majority of the urban population covers short- and medium-range distances
on foot, in the urban areas people for the most part travel on foot, save for those limited instances
where they use draught animals. It has been noted that the size of the population with access to
modern transportation in Ethiopia does not exceed 20% (Federal Transport Authority, Megabit
1998). When we look at the overall situation in the transport sector, we observe instability of
operation and, in some cases, deterioration.
2.7. Challenges in Transportation infrastructure in Ethiopia
Transportation infrastructure in Ethiopia has been neglected for decades, but is now apriority of
the government of Ethiopia. A large number of roads and railways are currently under
construction, and will be completed between 2011 and 2014. Over a third of the funding for
asphalt and gravel roads is being covered by the Ethiopian Government which is a considerable
shift in recent year’s financial scheme. About 10 years back the International Development
Agency, the European Union and Japan had supported the finance by allocating about90%
required.
36

32. According to AfDB, 2013 report significant investment is therefore required to address major
transport infrastructure deficit in the African continent. Increased budgetary constraints in the
public sector for investment and maintenance of transport infrastructure have increased the need
for effective transport infrastructure policies to attract private investment. The collaboration
between Africa's leading continental organizations, UNECA, AUC through the NEPAD
Planning and Coordinating Agency and the African Development Bank (AfDB) is designed to
address the transport infrastructure deficit. The 12th Assembly of Heads of State and
Government adopted Declaration requesting the African Union Commission (AUC) to formulate
the Programme for Infrastructure Development in Africa (PIDA).
RESEARCH METHODOLOGY
3.0. Introduction
This section will addresses thesis design, method of data collection, sampling
techniques; sample size determination, target population, sample frame, sample units,
source of data, data analysis and interpretation, operational definition of variable, data
analysis and data presentation, and limitation will be explained in detail together with
their justification in each sub-topic accordingly.
3.1. Operational Definition of Variables
Transport in this research is defined as the act of moving peoples, goods and etc from
one location to another and it is considered as
37

33. Infrastructure: Infrastructure defined in the study as hard component that comprises
all systems of urban physical structure that are mainly laid under the ground (e.g. Water
mains) and on the ground (e.g. Roads) or above the ground (e.g. telephone and electric
lines) to provide public service.(Litman, 2016)
Mobility means having transport services going where and when one wants to travel; being
informed about the services; knowing how to use them; being able to use them; and having the
means to pay for them.
Accessibility refers to people’s overall ability to reach services and activities, and therefore the
time and money that people and businesses must devote to transportation. The quality of
accessibility has tremendous direct and indirect impacts. Economic development: in this
research economic development is defined as the
3.2. Research design
3.2.1. Research type
The study will utilizes explanatory research type, the justification for using this
research type is that, this research try to explain why certain thing will happened as
they are tries to identify causal relationship between variable (Crotty, 1998). So that the
causes of development of urban area
3.2.2. Time Dimension of the research
The study will also employs cross sectional study design.
3.2.3. Research strategy
The study will utilize survey research strategy. Because the survey research is a strategy
that canvases percapita of social phenomena or reality by collecting information from
sample or whole population using questionnaire (Crotty, 1998). Hence, it produces
information which is extensive and fairly generalizable. For the purposes of this study
open (inductive) and structured (deductive) qualitative survey will uses. To this end, the
in depth interview manuscript will uses as open qualitative survey. To get reliable data
study will uses key informant in depth interview, focus group discussion and semi-
38

34. structured questionnaires. The study will also uses both probabilistic and non-
probabilistic sampling methods where households will be selected as sampling units
3.2.4. Research Approach
This study will uses both the qualitative and quantitative research approach.
“Quantitative methods are designed to study variables that can be measured in numbers
and also defines qualitative approaches as inquiry process understanding social or
human problems on building complex and holistic picture formed with words and
reporting detailed views of respondents” (Crotty, 1998). Thus the two approaches will
be uses inseparably during the research process.
3.3. Questionnaire
The semi-structured questionnaires will uses to gather information about the impacts of
transport infrastructure provision on individual percapita income and the development
of the economy. The questionnaire will prepared in English and translated to Afan
Oromo; the local language all ethnic group in the town speak. Further for the collection
of information the enumerators will selects from local community and will trains. There
by the enumerators will fills the legionnaire by reading the prepared questions for the
respondents.
3.4. Interview
To executes this study the researcher will conduct unstructured face to face interview
with the town mayor office and transport office of the Aweday town, mayor of the
town, municipal leader, and transport office and well known elders from the town
because they will give for the research the real information about the impacts of
transport infrastructure provision on local development.
3.5. Sampling Techniques
(Kumar, 2002), stated that an optimum sample is one which fulfills the requirements of
efficiency, representativeness, reliability and flexibility while taking in to consideration the
constraints of time and cost. According to him even if there is no fixed rule in determining the
39

35. size of a sample to be taken from a given population, there is a general guide line which needs to
be considered for determining adequacy of sample size. He suggested that as the size of a sample
varies inversely with the size of the population, a larger proportion is required of a smaller
population where as a smaller proportion may do so for a bigger population.
Different authors use different formula to determine the sample size of the study. For the purpose
of this study the formula set by Kothari (2004), in order to determine the sample size of the
population which is less than 10,000 the sample size is calculated by using the following
formula.
For N< 10,000, n= z2
pq
d2
Where N= population size (7,652)
n= Desired sample size
Z= Standard normal variable at 93% confidence level (1.81)
p= estimated characteristics of the target population (0.5),
q= 1-p,
d= level of statistically significance set 5% margin of error (0.05).
To determine the sample size: Z= 1.81, p= 0.5, q= 1-p, d= 0.07
n= (1.81)2
(0.5) (0.5) n, =3.2761 ×0.25 = 167
(0.07)2
0.0049.
Fn= n/1+n/N= 167/1+167/7,652=164
3.5.1. Population Universe
The first, second and third censuses carried out at national level in 1984 ,1994 and 2007; put the
population size of Aweday town at 3,486 and 3,925, and 7,686 respectively. The Analytical
statistical report released by CSA in 2011 provides population size at 9,096. Based on the trend
observed in the past, and incorporating the population from the expansion area the current (2012)
40

36. population size of the town is reckoned to be close to 27,863 including the population of
expansion area and total household for both sex is 7,652 (Aweday CIP, 2006-20)
3.5.1. Sampling Frame
In order to confirm generalization and validity of the study, taking sufficient sample size and
utilizing sample technique will be given special concern. The sample frame will be the list of the
above stated 164 households of Aweday town and 9 employees of different will be selected.
3.5.2. Sampling Unit
The sampling units will be drawn from the sampling frame. Sampling units are a units or sets of
units considered for selection at a stage of sampling. Therefore, the sampling units are the
sample of all households of Aweday town and purposively selected employees of the offices
3.5.3. Sampling Size
Aweday town now it separated into three kebeles with the rural area under it since 2014 and it
composed of people of different sexes, ages, professionals and educational background. Sample
survey is 164 households to be selected by systematic sampling from total households and 9
respondents purposively will select from, the three offices of town administration, and well
known elder people of the town. And the total sample size of the researcher will be 173 peoples.
Sample interval= Total household/Total sample size=7652/173= 44th
3.6. Sources of Data
The study will be uses both primary and secondary sources of the data. Both of the data will be
discussed as the following:
3.6.1. Primary Data Sources
The primary data sources will be obtains from the officially registered household of Aweday
town by the orally administered questionnaires, the in depth interview and the focus group
discussion will be conducts with purposively selects employees and well known elder people of
the town.
3.6.2. Secondary Data sources
Secondary data will be obtains from relevant books, working papers, previous researches reports,
unpublished materials and other related documents.
41

37. 3.7. Data Analysis and Interpretation
The data that are collected by both primary and secondary data collection will be analysis or
interprets using figures, tables, percentages, frequencies and averages, bar graph, photos and pie
chart.
3.8. Data Presentation
The finding of the study will be presents by using tables, paragraph, photos and pie charts.
42

38. 3.9. Operationalization (Logical) Framework
3.9. Limitation
43
Specific objective Concept Variable Method of
data
collection
Method of data
analysis
To identify the current
situation of transport
infrastructure in the town
Availability
and
Accessibility
Time, cost human and
financial resource adequacy,
level of coordination,
availability quality of
services, level of performance
levels
Questionnaire
Personal
interview
Multivariate
regression
analysis using
SPSS
To describe the overall
transport infrastructure
provision process and
identify major challenges
during provision of this
infrastructure
Transparency
and
accountability
Availability of work flows,
responsibilities, standards and
enforceability, clarity and
awareness, availability of
standards, customers and staff
awareness’
Observation,
Interviews,
Records
Description of
facts and
characteristics
Research objective Concept Variable Method of
data
collection
Methods of
data analysis
Identify major impacts of
transport infrastructure
provision on economic
development
Effective and
efficient use
of resource
Household income, socio-
economic,
Observation,
documents of
offices
Descriptive
Analysis
To forward and a
recommendation to solve the
problems
Equity and
inclusiveness
Equal and fair distribution of
resources and services
Observation
documents of
offices
Descriptive
Analysis

39. There might be operational and logical limitation for this study such as lack of adequate data on
topic under study, the impacts of transport infrastructure provision is not really documented by
any sectors, and some official and expertise might be unwilling to conducts interviews due to
shortage of time or busy with their work and long appointment time to carry out an interview
might be there. To overcome these short comings the researcher will uses frequent visit to get
officials using their telephone. In addition the researcher will convince the academic purpose of
the study; the benefits of the study and its confidentiality to the respondents
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http://www.era.gov.et/LinkClick.aspx?
fileticket=PJi2ZXtU5V8%3D&tabid=75&AspxAutoDetectCookieSupport=1
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%20Economy.html
Appendix A
TIME TABLE AND BUDGET BREAKDOWN OF THE STUDY
Time Table for the activities
51

47. 52

48. Appendix B
Budget Plan for the Thesis
Although money is not the only thing that contributes to the quality of any type of research work,
it has a significant contribution too. This research, as it can be seen in the table below, will incur
an estimated cost of 18123 ETB.
S/no Items required Unit Quant
ity
Cost per unit in it.
Birr
Total cost ofit.
Birr
53
s/no Activities Nov Dec Jan. Feb Marc
h
Apri
l
May June
1 Research Topic Selection
2 Consulting With the Coordinator
About the Topic
3 Topic Approval
4 Search for Literature Reviews
5 Developing Thesis First Draft
Proposal
6 Submission of First Draft Proposal
7 Revision of Thesis First Draft
Proposal
8 Submission of Second Thesis
Proposal
9 Revision of Thesis Second Proposal
10 Submission of Final Proposal
11 Approval of Final Proposal and
Clearance
12 Data Collection
13 Data Analysis and Report Writing
14 Submission of First Draft Paper
15 Submission of Second Draft Paper
16 Submission of Final Paper
17 Complete the Research Paper
18 Submit the Final Paper
19 Presentation and Defense of the Paper

49. Birr Cent Birr Cent
1 Stationary
Paper Ream 4 100 00 400 00
Pen Packet 1 95 00 95 00
Pencil Packet 1 15 00 15 00
Rubber Packet 1 6 00 6 00
Sharpener Packet 1 18 00 18 00
Note Book Number 1 40 00 40 00
Subtotal 1 574 00
2 Equipments
Binder Pieces 6 15 00 90 00
Field Bag Number 1 600 00 600 00
Rewritable CD Number 10 20 00 200 00
Flash memory 8GB Number 1 270 00 270 00
Subtotal 2 1,160 00
3 Travel cots
Premium of researcher for data
collection
Day 30 222.3 10 6,669 00
Transportation cost Trips 4 175 00 700 00
Wage for assistant data
collectors
Day
*persons
10*5 140 00 7,000 00
Subtotal 3 14,69
9
00
4 Communications
Fax Page 20 10 00 200 00
Email charges Minutes 150 0 40 60 00
Mobile Cards Number 10 50 00 500 00
Subtotal 4 760 00
5 Publication
54

50. Printing the materials from the
internet
Page 300 0 75 225 00
Secretarial services or entering
the data into the computer
Page 100 3 00 300 00
Printing proposal Page 40 0 50 20 00
Photocopy of questionnaires Page 320 0 50 160 00
Printing first draft paper Page 100 0 75 75 00
Printing second draft paper Page 100 0 75 75 00
Printing final paper Page 100 0 75 75 00
Subtotal 5 930 00
6 Grand subtotal 1631
1
00
7 Contingency 1812 30
8 Grand total 1812
3
30
APPENDIX B
INSTITUTES OF URBAN DEVELOPMENT STUDIES
DEPARTMENT OF URBAN INFRASTRUCTURE PROVISION MANAGEMENT
QUESTIONNAIRE (TO BE FILLED BY RESPONDENTS)
Dear Respondent: I, Nasir Ousman, am student at the Ethiopian Civil Service University,
Institute of Urban Development Studies. This questionnaire is designed to assess the Impacts of
Transport infrastructure Provision on local economic development, the case of Aweday town of
Oromia Regional state.
The information you provide in this questionnaire will be kept confidential and the researcher
would like to assure you that data will only be used for academic purposes. Therefore, I would
kindly request you to carefully read the questions and give your valuable answer to each
question. Your genuine and frank response to the questionnaire is highly important for the
achievement of the objectives of this research. Please provide your response as per the
55

51. instruction. Tick (√) in the given box and write your answer on the blank space for open ended
questions. No need to write your name on this questionnaire.
Thank you in advance
Part one: General information/ Personnel data
The following questions are about your position and other personal information. Completion of
this information is voluntary & confidentially is assured. No individual data will be reported
1. Sex
Male  Female 
2. Age
Under 26  27 to 35  36 to 55 56 to 65 66 or older 
3. Level of education
Under 12  12th complete  Certificate  Diploma 
Bachelor’s of degree Masters Degree and above 
Part two: to the current situation of transport infrastructure
This section questionnaire relates to your level of awareness and knowledge regarding the
physical conditions of transport infrastructure in Aweday town. With each statement
please provide your response in the space provided
1. How do you evaluate the existing transport infrastructure of your town?
Very Good Good Satisfactory  Poor  Very Poor 
56

52. 2. Is there any measure taken by any sectors of the town exist to improve transport
infrastructure accessibility and Mobility inyour residential area?
Yes  No 
3. If your answer for question 1 is “Yes” which type of transport infrastructure is provided in
your residential area?
Municipal  Mayor Office Transport Sector of the town 
Others (Specify)__________________________________________________________
4. Do you think that in all kebeles and villages under the municipalities have available
transport infrastructure?
Yes  No 
5. If your answer for question 4 is “No” which type of transport infrastructure is available if
not why?
_________________________________________________________________________
_________________________________________________________________________
6. How do you see the transport infrastructure in the town specially road infrastructure?
Very Good Good Bad Very Bad
7. Is there available mode of transport infrastructure in the town?
Yes No
If yes which type is available _______ if no describe the reason____________
Part Two: Over all transport infrastructure provision process and challenges during provision
8. How do you see the importance of transport infrastructure provision process of in the
town?
Very important Moderately important Not important
9. Is there available budget for provision and maintenance of transport infrastructure of the
town?
Yes No
57

53. 10. If question no. 9 is “yes” describe the reason _______________________________
If “No” what measures will be important__________________________________
11. What are the main challenges of transport infrastructure provision process in the study
town?
Absence of Available Budget
Weak transport policy implementation
APPENDIX C:
GUIDING QUESTIONS FOR INTERVIEWS WITH A KEY INFORMANT (TOWN
MAYOR OFFICE, MUNICILITY, TRANSPORT SECTOR OF THE TOWN)
58

54. DEAR RESPONDENTS,
The only purpose of this interview is to gather primary data for award of master Degree in
Urban Infrastructure Provision and Management. since its aim is only academic purpose,
respondents should give the correct information without being influenced with any kind of
imposition. Respondent’s identity and other information will be kept confidential. If you
are not interested, you are free for not to fill this questionnaire. I am grateful to your
efforts, time and cooperation in advance.
Over all existing transport infrastructure related question
12. How do you see the Availability of Transport infrastructure in the town?
13. What measures taken by transport sector of the town to provide the infrastructure which is
not available in the town?
14. What are the major impact that are existed due to the inefficiency and absence of transport
infrastructure on local economy
Challenges which hinder the provision of transport infrastructure
1. What are the main challenges that hinder transport infrastructure provision in the study town?
2. Is there any problems or challenges that face economic development of town due to absence
of transport infrastructure
3. What measures taken to tackle the challenges of transport infrastructure provision process by
any government body?
4. How do you evaluate the current process of transport infrastructure provision in the town?
5. What do you think for the improvement of transport infrastructure to provide accessible and
affordable?
Impacts of Transport infrastructure provision on economic development
1. What are the major impact of transport infrastructure provision in economic
development?
59

55. 2. Describe the relationship between transport infrastructure provision and number of
unemployment in the town?
60