“An Assessment of Annual Vehicle Inspection

Practices and challenges in Addis Ababa.”

By: GIRMA GETACHEW ABEBE

ADVISOR: FETENE BOGALE (PHD)

A Thesis Submitted to the Department of Business and Management for the Partial

Fulfillment of the Requirements for the Degree of Master of Business

Administration in Industrial Management.

ADDIS ABABA SCIENCE AND TECHNOLOGY UNIVERSITY

February, 2019
 DECLARATION

I hereby declare that this thesis entitled “An Assessment of Annual

Vehicle Inspection Practices in Addis Ababa City.” was composed by myself,

with the guidance of my advisor, that the work contained herein is my own except

where explicitly stated otherwise in the text, and that this work has not been

submitted, in whole or in part, for any other degree or professional qualification.

Name: Signature, Date:

Girma Getachew Abebe 28 /02/2019

 ADDIS ABABA SCIENCE AND TECHNOLOGY UNIVERSITY

COLLEGE OF NATURAL AND SOCIAL SCIENCE

DEPARTMENT OF BUSINESS AND MANAGEMENT

Certificate
This is to certify that, the thesis prepared by Mr. Girma Getachew Abebe entitled “An

Assessment of Annual Vehicle Inspection Practices and challenges in Addis Ababa” and

submitted in fulfillment of the requirement for the Degree of Master of Business Administration

complies with the regulation of the University and meets the accepted standards with respect to

originality and quality.

Signed by Examining Board:

External Examiner: Signature, Date:

______________________________________________________
Internal Examiner: Signature, Date:
______________________________________________________
Thesis Advisor: Signature, Date:
______________________________________________________
Thesis Co-Advisor: Signature, Date:
______________________________________________________
 ACKNOWLEDGMENT

I would like to express my deepest gratitude to my advisor Dr. Fetene Bogale for his guidance
and invaluable comments throughout the thesis. Dr. Fetene has helped me in shaping my study
objectives and taking me through all the study process in a friendly manner. And I would like to
thanks Ato Wondwosson Nigussie for his unreserved and continuous support starting from the
data collection until the paper takes this format.
 Abstract

Despite the recent efforts of the Ethiopian government implementation of periodic vehicle
inspections programs, little is known about the effectiveness of this program to enhance road safety.
The standard of a vehicle’s safety features is a critical part of the road safety system. In Ethiopian
context, a traffic accident is alarmingly increasing from time to time. This paper intends to assess the
polices and legislations of vehicle inspection implementation and practices in Addis Ababa City.By
doing so, the study tried to assess the overall technical vehicle inspection process in Addis Ababa
and to identify the existing gaps and challenges to be observed during actual implementations. The
researcher employed a mixed research method, as it best serves the very purpose of the study. The
designing method is also chosen; since it enables to get more data, while equally increasing the
validity of its results and findings as well. Relevant data had been collected, integrated and
presented from several sources to see the cons and pros of the Vehicle Inspection Practices in Addis
Ababa City. Primary data were generated from the sampled Personnel’s within each of the selected
fourteen Vehicle inspection centers and the three experts drawn both from the Federal and Addis
Ababa Transport Authorities. Secondary data were collected from all relevant polices, legislations,
directives, and pertaining documents. The primary data included: Technicians, heads, supervisors,
mangers and relevant experts. The assessment study found out that, up to now, there have not been a
single and a comprehensive transport and / or Road Safety policy at the country level. Two and half
years ago, the FDRE’s Transport minister had announced that: ‘the national transport and aviation
policy will be endorsed by the Council of Ministers and its implementation commences the
subsequent year: the year 2017.However, it has not been materialized yet . It was found out that, the
findings both from the primary and secondary data, affirmed that it had several hurdles and
challenges. Among others, challenges varied from: lack of capacity on the part of the executives to
conduct facilitative supervision; prevalence of un ethical and mal-practices in the all sides (supply,
demand and regulatory sides), the possibility of getting passing after failing somewhere else,
prevalence of many old cars, prevalence of forgery documents, to requirements that do not feet well
to the context. To cite: the space allotment for the inspection center and the level of consciousness
among the customers had been among these. There is no proper documentation at the respective
Transport Authorities, which contributed to prevalence of forgery certificates. There are issues
related to proper applications/ implementations of directives and laws. Lack of effective enforcement
of directives and guidelines, problems of impartiality, more specifically those relating to the
licensing process have been rampant. There had not been any regular forum with likeminded
stakeholders: among and in between the inspection centers and Transport Authority, Traffic Police
and road safety related stakeholders. Virtually, no capacity building efforts or any training scheme
had not been provided, to which the experts from the government side also agreed. Finally this
research work will contribute to future research on similar topics.

Key words: Technical Vehicle Inspection Services, Vehicle Inspection centers, Practices, challenges
 Table of Contents Page

ACKNOWLEDGMENT....................................................................................................................... iv

Abstract ............................................................................................................................................ v

LIST OF FIGURES & TABLES ............................................................................................................. ix

Acronyms ......................................................................................................................................... x

CHAPTER ONE: INTRODUCTION ...................................................................................................... 1

1.1. General Background & Introduction.................................................................................................. 1

1.2. Statement of the problem ................................................................................................................... 5
1.3. Objective of the study ........................................................................................................................ 8

1.3.1. General Objective .................................................................................................................. 8

1.3.2. Specific objectives ................................................................................................................. 8

1.4. Research Questions ............................................................................................................................ 9

1.5. Delimitation and scope of the study................................................................................................... 9
1.7. Limitation of the study ..................................................................................................................... 10
1.8. Definition of key terms .................................................................................................................... 10
1.9. Organization of the study ................................................................................................................. 11

CHAPTER TWO – LITERATURE REVIEW .......................................................................................... 12

2.1. The Transport Sector and Modes of classification ........................................................................... 12

2.2. The Status of Traffic Accident in Developing Countries................................................................. 13
2.3. Road Safety and the State of Traffic Accident in Ethiopia .............................................................. 14
2.4. The Road safety Systems Versus the vehicle................................................................................... 17
2.5. A glimpse history of vehicle inspections- global experiences ......................................................... 17
2.6. The Vehicle inspection program: purposes and functions ............................................................... 19
2.7. Basic components and best practices of technical vehicle inspections ............................................ 22
2.8. Technical Vehicle Inspection practices in Ethiopia ......................................................................... 23
 2.9. Policies, legislations and institutional framework of Vehicle inspection in Ethiopia ...................... 24

2.9.1 Proclamation No. 681/2010 -Vehicles Identification, Inspection and Registration

Proclamation. .............................................................................................................................................. 25

2.9.2 Institutions and structures ................................................................................................... 27

2.10. Challenges and Gaps ...................................................................................................................... 29

CHAPTER THREE - RESEARCH METHODOLOGY .............................................................................. 31

3.1. Research design ............................................................................................................................... 31

3.2. Research Methods ............................................................................................................................ 31

3.2.1. Qualitative method ............................................................................................................... 31

3.2.2. Quantitative method ............................................................................................................. 32

3.3. Data Sources .................................................................................................................................... 33

3.4. Data Collection methods/ Tools and Instruments ............................................................................ 33

3.4.1. In-depth Interviews .............................................................................................................. 33

3.4.2. Semi- Structured questionnaires .......................................................................................... 34

3.4.3. Document Analysis .............................................................................................................. 35

3.4.4. Observation Method............................................................................................................. 36

3.5. Sampling Techniques and Procedures ............................................................................................. 36

3.6. Data Analysis Method...................................................................................................................... 37

CHAPTER FOUR - ANALYSIS AND PRESENTATION OF FINDINGS .................................................... 39

4.1. Analysis and presentation of major relevant Policies and Legislative Provisions ........................... 39

4.1.1. Content Analysis of Polices, legislations, and guidelines relating to Annual Technical
vehicle inspection centers/stations in Ethiopia ........................................................................................... 39

4.2. Findings of primary data in relation to relevant Policies and legislations: ...................................... 50

4.2.1. Demographic Profile of Informants / Respondents .............................................................. 50

 4.2.2. Part A-Policy, Legislative & guideline/ directive provision related .................................... 51

4.2.2.1. Completeness of laws and problems of enforcement ........................................................ 51

4.2.3. Part B –Challenges of Technical vehicle inspection - Implementation & Practices ............ 56

4.2.4. Part C-Possible remarks and suggestions............................................................................. 65

CHAPTER FIVE- CONCLUSION AND RECOMMENDATION .............................................................. 66

5.1. CONCLUSION ................................................................................................................................ 66

5.2. Recommendations ............................................................................................................................ 69

References ..................................................................................................................................... 71

ANNEX-1 ......................................................................................................................................... 74

ANNEX-2 ......................................................................................................................................... 75

ANNEX-3 ......................................................................................................................................... 78

ANNEX -4 ........................................................................................................................................ 80

ANNEX -5 ........................................................................................................................................ 81
 LIST OF FIGURES & TABLES

Figure 1: Minimum look and exterior manifestations of a vehicle inspection center…..44

Table 1: minimum no. of staffs required to be found in a lane…………………………46

Table 2: Relevant Policy, legislation coverage’s & coordination’s in Ethiopia ….……49

Table 3: Demographic profile of respondents ………………………………………….50

Table 4: Responses regarding completeness of laws, & enforcements ………………..51

Table 5: Challenges in enforcing directives /guidelines and overall implementation …57

Table 6: Ratings of supply and demand sides’ challenges …………………………….59

Table 7: Disparities between provisions (laws &directives) vs. implementations …….61

 Acronyms

COC: Certificate of Conformity

EU : European Union

GNP: Gross National Product

HRT: Heavy Rail Transit

IRF : Inspection Report Form

KII : Key informant interview

LRT : Light Rail Transit

PTSD : Post- Traumatic Stress Disorder

RTA : Road Traffic Accident

TA : Transport Authority

US: United State of America

VIS: Vehicle Inspection Service

WHO: World Health Organization

 CHAPTER ONE: INTRODUCTION

1.1. General Background & Introduction

Periodic technical inspections of vehicles were stated to be introduced in

various industrialized/ motorized countries such as the United Kingdom (UK) , some
fifty years ago (MOT, 2014) . Initially, their main purpose was to ensure vehicle
maintenance, and mechanical items (such as brakes or steering). However, as the years
goes on , the list of items tested has been continually expanded, in particular, to
include emissions control.

In the UK, a national vehicle inspection test, usually known as the ‘MoT test’, was
first introduced in 1960 under the direction of the Minister of Transport (ibid). The test was
originally relatively basic, involving a check of brakes, lights and steering, which was to be
carried out after the vehicle was ten years old and every year thereafter. As of the year
2005 , a computerized administration system for issuing non-secure test certificates as
well as for reporting annual MoT (roadworthiness) test results was introduced in UK.

Presently, many countries have implemented vehicle inspection programs,

though timing and content varies significantly. For example, there are reports of
comprehensive testing programmes introduced in the Netherlands in 1978 (SWOV,
2012); in France in 1986 (Yamamoto et al., 2004); in Norway after 1995 (Christensen
and Elvik, 2007); and in Lebanon in 2001 (Kazopoulo et al., 2007).

As a general trend, the components of inspection and maintenance programmes are

becoming more harmonized, over the years. Globally, the development of regulations
and standards for vehicle testing is led by the United Nations Economic Commission
for Europe (particularly 'The World Forum for the Harmonization of Vehicle Regulations –
WP 29'), which has been responsible for various agreements on type approval of vehicles
(such as the 1958 and 1998 agreements).

1
 The UN position on vehicle inspections is to encourage harmonization between
countries, and with the EU approach, and, in 1997, it put in place the‘1997 Agreement’ on
“the adoption of uniform conditions for periodical technical inspections of wheeled
vehicles and the reciprocal recognition of such inspections” , although this is not yet
formally adopted by many countries. Meanwhile, the organization International Motor
Vehicle Inspection Committee -CITA, acts as an international advisory body.

CITA - the International Motor Vehicle Inspection Committee , is the world-

wide non-profit association of vehicle inspection organizations. It is based in Brussels
and present members (approximately 120 organizations) are drawn from almost 60
countries. CITA represents all types of organizations including stakeholders such as
government, private sector, dedicated inspection centers’, garage-based test centers’ and
test equipment manufacturers.

The purposes of periodic vehicle inspections programs are primarily road safety
related - i.e., to reduce the number of vehicles crashes through the reduction of the number
of defective vehicles in the fleet, i.e., through the improved mechanical condition of the
vehicle fleet. In doing so, vehicle failure on the roads and crashes that may result in injuries
or death can be prevented. Periodic vehicle inspection is a mandatory requirement for many
nations globally. A study conduct in Pennsylvania State of United States of America on
vehicle safety inspection program effectiveness indicated that sixteen states or jurisdictions
in the country require periodic vehicle inspections and other states conduct random vehicle
safety inspections or only inspect vehicles upon resale of a used vehicle (Cambridge
Systematic, Inc, 2009).

The purposes of inspections are to determine the conditions of motor vehicle for
conformance with standards or other normative documents and/or general requirements. The
motor vehicle inspection covers the inspection for export, in-house motor vehicle and road
worthiness inspection (SAC, 2018).

Many countries transversely in the world have motor vehicle inspections in the
interest of environmental protection and safety. Among a variety of auto safety

2
regulations across countries of the world , annual vehicle inspection is one o f the
regulations that aim to reduce accidents by keeping vehicles in good mechanical
condition. This regulation is necessary because drivers and / or owners do not voluntarily
inspect thoroughly their own vehicles.

Motor vehicle inspection services are a technical inspection service/a kind o f

audit of the road worthiness of the fleet of vehicles on the road. It is performed in
accordance with the national legislation/regulation and international standards for safety and
environmental protection. Therefore, motor vehicle inspection is conducted to ascertain road
worthiness of vehicles.

The probability of the occurrence of an accident is influenced by the mechanical

condition of the vehicle among other factors. By employing vehicle inspections most
developed countries have significantly reduced road accidents. These have been possible via
implementations of policies promoting vehicle maintenance, improving vehicle designs and
protection of vehicle occupants. Regular vehicle inspection, which is either conducted
annually , or bi-annually is one of the strategies that are often used to ensure that vehicle
parts that determine the safety of the occupants meet the desired performance
standards.

Periodic vehicle inspections are essentially a set of quick tests which are used to
identify defective vehicles. Vehicles that fail to pass the tests must be repaired before
being used on the roads. The rationale of conducting vehicle inspections is that it can
help in reducing the number of road accidents cases, as well as, the severity of
accidents. The inspections can also help in reducing vehicle maintenance costs since
the defects can be identified and corrected at an earlier stage. Proponents of Motor
Vehicle inspections argue that some accidents are caused or aggravated by defective
vehicle components and that it is important that all vehicles be inspected regularly and
be required to meet certain minimum safety standards. .

3
 Ethiopia has also enacted a national law in this regard, according to proclamation
No.681/2010 ratified by the House of Representatives for vehicle identification, inspection
and registration. Article 25: any vehicle may not be operated on any road unless inspected
and an annual inspection sticker is being displayed on it. Nonetheless, Article 26 of the
proclamation states that few vehicles may be exempted from inspection/such as: vehicles
engaged in international traffic, inventory vehicles, special mobile equipment with a
maximum speed of less than 20 km per hour, and carriages of handicaps/. In addition to the
proclamation ratified in the country; different regulations and directives are prepared in line
with standards for certification & licensing of vehicle inspection centers, a standardized
checklist to be used in the vehicle inspection procedure.

In spite of ratification of different policies, legislations and regulation on vehicle

registration and inspection by different countries, traffic accident remains the most
dangerous problem which causes death, heavy injury and psychological distress.
Furthermore, it has an impact on the socioeconomic status of one country. According to
WHO (2004), road traffic accident is the leading cause of deaths especially for the people
whose age is 15-29, while, it is the second leading health problem for children whose age is
4 to 5 and it is the third cause next to HIV/AIDS and tuberculosis for the people who are
found between the age of 30 to 40.

Unintentional accidents are stated as number four cause of death in the world next to
heart disease, cancer and chronic respiratory disease. Unintentional accidents include traffic
accident, drug overdose, falls and fire (CDC, 2014).

According to World Health Organization (2015), data 3400 people around the world
die every day due to traffic accidents. From these, a person of age 15-29 years takes the high
percentage of death, which means road traffic deaths and injuries eliminate a valuable
segment of the work force. Moreover, tens of millions of people have become disabled
every year as the result of road traffic accident. As to WHO report, traffic accident ranked
ninth globally as a cause of death and disability, ahead of malaria, and diabetes and which
also not behind HIV/AIDS (WHO, 2015).

4
 Similarly, a study by WHO (2015), indicate that traffic accident is greater in
developing countries than developed ones. This can be asserted by a figure more than 90%
of deaths that result from road traffic take place in low and middle-income countries. In
developing countries, data indicate that 1% of gross national product (GNP) is lost because
of a traffic accident. This can be estimated to 65 million dollars smashed every year because
of a traffic accident (Margie, 2004). The problem goes as far as affecting income level of the
injured individual house hold. According to WHO report from individuals who got injured,
16% of them were unable to get back to their ordinary activities and job (ibid, 2004).

Economically disadvantaged families are hardest hit by both direct medical costs and
indirect costs such as lost wages that result from these injuries. At the national level, road
traffic injuries result in considerable financial costs, particularly to developing economies.
Indeed, road traffic injuries are estimated to cost low and middle-income countries between
1–2 % of their gross national product, estimated at over US$ 100 billion a year (Jacobs:
2000).

The Ethiopian Herald News Paper Published on the 24th January 2016 reported that;
the Ministry of Transport said private vehicle inspection centers may face strict legal
measures and punishment unless they abide by rules and regulations. At a panel discussion
held by then, State the Ministry office stated that mal-practices and mal-administration have
become a household practice in the centers though they are equipped with qualified human
power and facility to carry out vehicle inspection activity. This reveals that there exists some
gap in the vehicle inspection practice in the country.

1.2. Statement of the problem

Road traffic injuries are estimated to be the eight deadly causes of death globally,
with an impact similar to that caused by many communicable diseases, such as malaria
(Murray et al: 2010). They are the leading cause of death for young people aged 15–29
years, and as a result take a heavy toll on those entering their most productive years (WHO,
2011). Indeed, current trends suggest that road traffic injuries will become the fifth leading

5
cause of death by 2030, with the disparity between high and low-income countries further
accentuated (Ibid).

Nonetheless, evidence from many countries shows that dramatic successes in

preventing road traffic injuries can be achieved through concerted efforts at national level. A
number of countries, such as Australia, Canada, France, the Netherlands, Sweden and the
United Kingdom have achieved steady declines in road traffic death rates through
coordinated, multi-sectoral responses to the problem. Such responses involve the
implementation of a number of proven measures that address not only the safety of the road
user but also vehicle safety, the road environment and post-crash care.

Although modern vehicles are considerably safer than older models, for having better
safety standards, manufacturers tend to agree that it will take time for future technological
breakthroughs to make more advanced safety improvements. That is the basic reason why
technical safety standards and annual vehicle testing were introduced long years before and
are compulsory in many countries. Apparently, countries with low-income countries, such as
Ethiopia (and even middle income countries) often have presence of substandard vehicle
fleet, especially when compared with high income countries, which in turn has profound
results in exacerbating the road safety problem.

The standard of a vehicle’s safety features is a critical part of the road safety system.
The urgency for the placement of an effective and independent technical vehicles inspection
and testing systems on regular basis has paramount significances. Assessment of such
mechanisms equally has a lot to serve as well. This is why ‘the practical guide on road
safety- a toolkit for National Red Cross and Red Crescent Societies’ depicts; improving the
general condition of vehicles as the first of 5 long term measures taken to reduce Road
Safety Problems (IFRC: 2007).

In Ethiopian context, the figure in relation to a traffic accident is alarmingly

increasing from time to time. As per the Ethiopian Road Transport Authority eight years of
statistics between (2008/09-2014/15); road traffic accidents were very high. For instance, in
the year 2008/09 2161 fatalities and 7140 light and heavy injuries were recorded, and after

6
seven years in (2014/15), the fatality and light and heavy injuries have increased by 1686
and 4333 respectively.

To reverse the death rate due to traffic accident, Federal Democratic Republic issued a
“vehicles identification, inspection and registration proclamation No. 681/2010.”

As explicitly stated in the preamble; “…the prevailing occurrence of traffic accident against
humanity and property arise, among other factors, due to the deficiency of vehicles
registration and annual inspection procedure; …, it has become necessary to set the
internationally acceptable standard to implement uniform vehicles registration and annual
inspection procedure at the national level….”

Road Transportation service in Ethiopia handles more than 95 % of both passenger

and freights mobility in the country. There are about nearly one million vehicles where most
of them are old more than a decade of age. On the average 10% growth of the fleet is
observed per annum with an approximate vehicle density of 9.68/1000 people. Some
unofficial reports suggest that 60% of the vehicles are operating in Addis Ababa & its
vicinities. This shows that the vehicle inspection system in the country has a big impact on
the healthy functioning of the social, economic, political & environmental components.

The mechanical condition of a motor vehicle at any time during its operating life
involves the interaction of a complex set of factors reflecting design/manufacturing
philosophy including design life of components, owner/operator attitudes and behavior, the
behavior of the maintenance providers, the competency & behavior of vehicle inspection
centers and the regulatory and enforcement environments established by governments. The
practice, effectiveness, efficiency and dependability of vehicle inspection program are a
controversial topic. Primarily, this is due to: previous research provides conflicting evidence
on the effectiveness of periodic motor vehicle inspection. A lack of reliable data together
with different reports leading to conflicting outcomes further hampers making informed &
problem fixing decisions (Blows et al, 2003).Secondly, as stated above, the automatic
condition of a motor vehicle involves the interaction of a complex set of factors and its
success factor is dependent on several features. It also showed varied experiences across

7
 countries. The assumptions which underpin vehicle inspection are complex and are rarely
recognized and subjected to careful scrutiny. Lastly, the fact that standards should be based
in part on the actual and potential performance of vehicles in the particular country, have its
own implications pertaining the practice, effectiveness, efficiency and dependability of
vehicle inspection program ( ibid , 2003).

Hence, the above mentioned rationales have initiated this researcher to study vehicle
inspection practices in Addis Ababa so that all stakeholders in the sector can use the results
of the findings as an input for their consumption. Despite the fact that vehicle inspection was
regulated to be mandatory in the Ethiopian law to be inspected via machine assistance as of
the year 2010 (G.C), until now there has not been any comprehensive study done regarding
the efficacy and success of such vehicle inspection centers. Equally, there have not been
studies done particularly in relation to assessment of gaps/ challenges in undertaking
technical inspection implementations as well. Hence, the purpose of this study is to fill the
gap of technical vehicle inspection, implementation and challenges.

1.3. Objective of the study

1.3.1. General Objective

The general objective of this study is to conduct an assessment of overall technical vehicle
inspection process and identify the existing gaps and challenges in actual implementation
there by.

1.3.2. Specific objectives

The specific objectives of the study are:

1) To see relevant policies of Ethiopia that have implications to the technical vehicle
inspections ,
2) To identify legislations of Ethiopia regarding technical vehicle inspections ,
3) To identify guidelines/ directives & procedure skeleton of Ethiopia relating to technical
vehicle inspections , and

8
4) To seek out the existing gaps/challenge in the actual implementation of Annual technical
vehicle inspection in Addis Ababa-Ethiopia

1.4. Research Questions

The basic research questions of the study can be summarized as these:

1. What are policies and procedures of Ethiopia Road Transport Authority in Annual
Technical Vehicle Inspections?
2. What are the main legislations of Ethiopia relating to Annual Technical Vichele
Inspections? ,
3. What are the major challenges to reduce Vehicle Traffic accidents , in relation to
Annual Vehicle technical Inspections ? , and
4. What mechanisms or systems need to be established to improve the status?

1.5. Delimitation and scope of the study

The scope for this study: “An Assessment of Annual Vehicle Inspection Practices
and challenges in Addis Ababa City.” is physically delimited to Addis Ababa city
Administrations. The rationale for delimiting the scope to Addis Ababa city administration
emanates from the very fact that: the nation’s capital – Addis Ababa has had the lion’s
share of cars from the entire number of cars across the country. For instance, as to the Public
Relations and Communications Director of the Federal Transport Authority, Yigzaw
Dagnew revealed: ‘from the entire number of cars in the year 2017, 62 percent of them were
found in the nation’s capital-Addis Ababa.’ Besides, of all technical inspection centres
found in Ethiopia, a great deal of them, which was nearly half of them to be located in Addis
Ababa. In that, until this study period (August 2018), there were 37 technical inspection
centres in Addis Ababa, which made 61.67% of the total technical vehicle inspection centres
were found in the capital city. Hence, the scope’s should be delimited, to where possibly
most important representations’ were actually existent. More specifically, the scope of the
study in further limited to seven sub cities, out of the ten. And as such, of the ten sub cities
of Addis Ababa City Administrations, seven sub cities: Kirkos, Lideta, Addis Ketema,

9
Gulele, Akaki-Kaliti, Nifas Silk-Lafto and Bole sub-cities were purposively selected. Two
Vehicle inspection centers were randomly selected, from each of these seven sub-cities.

In total, out of the total 37 Technical vehicle inspection centers found in the Addis
Ababa City Administration, 14 of them (38 %) were included in this assessment study.

1.7. Limitation of the study

This study is limited only to Addis Ababa in general, more specifically to 14 Technical
vehicle inspection centers found in the Addis Ababa City Administration. Basically, due to time
& budget limitations the study focus only limited to vehicle inspection practice, and challenges
faced in the actual implementations’ of it; not to other aspects of vehicle registration,
identification or any other additional investigation parameter The fact that it is limited to the
capital; and only to such numbers of centers might not reveal, what has been on the ground
regarding the subject. More importantly, the regional states where, there is possibly lesser
infrastructural provision and also relatively scrawny placement in supervisory and follow-ups
could have pinpointed additional findings, had it been included as part of the study.

1.8. Definition of key terms

A new vehicle means a vehicle that has never been sold or leased to a person;

Annual inspection sticker: means a tag valid for one year that indicates the technical worthiness
of a motor vehicle to be operated on the road;

Inventory vehicle: means any vehicle which is part of the stock of any manufacturer, dealer, re-
builder or wrecker kept for sale;

Road worthiness: refers to both inspection and maintenance and safety checks combined.

Safety: refers to non emissions related aspects, such as: brakes, light and stirring.

Vehicle: means any type of wheeled motor vehicle other than special military vehicles, for use
on roads classified as a carriage, bicycle, motor vehicle, semi-trailer and trailer;

Vehicle Inspection centers: are technical vehicle inspection centers, delegated by the respective
authority to conduct those technical inspection services deemed necessary, as per the provisions.

10
Vehicle Inspection Service (VIS): is a technical inspection service for vehicles. It is performed
in accordance with national legislation / regulation. It is essential for countries that wish to
ensure that vehicles being used on their roads comply with the national regulations and any other
required national standards. VIS also used to control the safety and compliance of imported used
vehicles.

1.9. Organization of the study

This study is organized in five chapters. The first chapter deals with the introduction. It
covers the general background of the study, statement of the problem, objective of the study,
research questions, limitation, delimitation and scope of the study; along with definition of key
terms and organization of the study. Reviewing of relevant literature is made in chapter two;
while chapter three is all about the methodology of the study. Chapter four, deals with the
analysis and the presentation section. Finally, the concluding remarks and the recommendations
as per the findings are highlighted in chapter five.

11
 CHAPTER TWO – LITERATURE REVIEW

Periodic technical inspections of vehicles were introduced more than fifty years
ago in various industrialized/ motorized countries such as the UK (MOT, 2014).
Initially, their main purpose was to ensure vehicle maintenance, and mechanical
items (such as brakes or steering) were checked. Over the years, the list of items
tested has been continually expanded, in particular, to include emissions control.
Currently, many countries have implemented vehicle inspection programs, though
timing and content varies significantly. Only to cite few: there are reports of
comprehensive testing programmes being introduced in the Netherlands in 1978
(SWOV, 2012); in France in 1986 (Yamamoto et al., 2004); in Norway after 1995
(Christensen and Elvik, 2007); and in Lebanon in 2001 (Kazopoulo et al., 2007).

2.1. The Transport Sector and Modes of classification

As to the FDRE’s "Transport Proclamation No. 468/2005." definition: "Transport"

means any transport service undertaken on the road, railway and water by motor power
carriers. 5 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 2 main sub-categories: motorized and non-motorized. Under the non-
motorized category are included pedestrians, animal or human-drawn or driven carts, wheel
barrows, bicycles and tricycles, draught animals (horses, donkeys, camels, mules, elephants,
etc.) and other hand-drawn vehicles.( EEA: 2006) .

The motorized vehicles are divided into freight transport and human transport
vehicles. Freight transport vehicles include pickups and trucks, or Lories, with a load
capacity of up to 500 quintals. Human transport includes the whole range of vehicles
beginning with bicycles and small cars and extending all the way up to cross-country buses
and urban buses. Water transport is divided into local and international (marine) transport
modes. Local transport mode includes river, lake, and canal transportation as well as
transportation on huge dams.

12
 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 hundreds of people and traversing long
distances across lands and oceans to connect the different parts of the globe.

Finally, the other transport mode is what is known as continuous flow system, under
which are subsumed water or petroleum pipe, belt conveyor, and slurry pipe, which is
specially used in mines to transport soil and minerals mixed with water. 4 n

2.2. The Status of Traffic Accident in Developing Countries

In developing countries the rate of traffic accident becomes very high. Even if the
numbers of vehicles are fewer than the developed countries, the accident rate is increasing
rapidly. Moreover, the fatality rate is much worth in African countries. RTA is becoming the
major health problem than other diseases and violent causes. Studies also forecast that at
current rates by 2030; RTA will be the third leading cause of fatality (WHO, 2004).

For most people, since childhood, the road has stood for discovery and freedom.
“Taking to the road”, whether figurative or literal, means communicating, seeing other

13
places and other people, and often other cultures. On a more practical level, as well as an
economic one, roads represent a means for travelling to work and transporting goods. They
provide access to rural areas, which would otherwise be very isolated. There is obviously a
very close link between mobility and development. Roads account for 90 per cent of all
transport in the world.

The rate of a traffic accident in under developed countries is 10 to 20 times higher

than the developed one. Having said this 15% of the victims are under the age of 15 and
between 40-75% of victims are above the age of 15 and they are household earners in the
family group.

2.3. Road Safety and the State of Traffic Accident in Ethiopia

The road transport handles more than 95 % of both passenger and freights mobility
in the country. The question of safety is something that one needs to give priority
consideration in any area of production and service provision. In this respect, it has now
been clear for quite a while that, among the social and economic sectors, the road transport
economic sector can be singled out as the most riddled with safety problems.

In Ethiopia, vehicles are the chief means of transportation, averagely the country
import 7% of vehicles per annum (UN-ECA, 2009). However, Ethiopia has one of the least
vehicle ownership compared with other underdeveloped countries and those vehicles have to
take an annual vehicle inspection each year. Vehicles which have whether mechanical or
technical problems are not allowed however, traffic accident fatalities are gradually
increasing in Ethiopia with the growth in population and number of vehicles, this situation
makes the country to be one of the worst countries with respect to road traffic accident
related problems (Africa, 2009).

The road traffic accident related problem mostly affects countries which are found in
low and middle economic level. These countries contribute 90% of the world‟s RTA.
Particularly, it is the major problem in African countries (Silcock, 1997). Ethiopia also
becomes one of the African countries with high rate of RTA. As to WHO (2009) report, 95

14
deaths are registered per 10,000 vehicles and this situation makes Ethiopia the most
dangerous country to drive.

Police reports reveal that in 2005/06 injuries and fatalities rise in 17% and 10% per
year respectively although in the year of 2007/08 15,086 accidents have occurred and 2,161
people died (as quoted in Bereda, 2016). According to Caroline Ghee (1997), from 200% of
fatal accidents per 10,000 vehicles in the developing countries, 191.6% of fatal accidents
happen here in Ethiopia.

During the six years period study between 2005-2011, 66,115 fatal accidents and
injuries are recorded in the country. This demonstrates RTA remains to be the first serious
problems of road transport in Ethiopia. About 70 million to 430 million costs are recorded
with in different years because of road traffic accident. According to Misganaw (2011), in
Ethiopia the highest rate of accidents happen in the age in between18-30 and about 39.5
fatal accidents are also happened in between the above age.

In seeing the trend of national Vehicle Fleet; Ethiopia is one of the African countries
with least vehicle-ownership. According to the available yearly inspected and registered
national vehicle-fleet data, motorization per 10,000 populations has increased from 15 to 22
in 10 years (1994/5-2004/5), which is nearly 4 % per year. The vehicle fleet sharply
increased at annual rate of 10% in the period 2001/2-2004/5. The increase in station wagons
and trailers contributed much to the high growth rate of vehicle population. The number of
private cars has increased annually by 8%. In 2004/5, the vehicle fleet was composed of 37
% private cars, 7% station wagons, 9 % taxis, 9 % buses, 21 % small trucks, and 17% trucks
and truck-trailers (UN-ECA United Nations -Economic Commission for Africa: 2009) 1: 6

Like many developing countries, the vehicle fleet in Ethiopia generally consists of
very old vehicles and without adequate maintenance. There is no, however, detailed factual
data to substantiate the age of the national vehicle fleet. As cited in the preceding paper
(UN-ECA: 2009); information obtained from the Federal Transport Authority , on average

15
vehicles being imported to the country is 20 or more years old and the age of most of the
national vehicle fleet is believed to be 30 or more years1

In the case of Addis Ababa: ‘Addis Ababa road safety strategy’ 2017 -2030, revealed
that Addis Ababa had 400 fatalities in a year, while the increases in motor vehicle traffic had
also been rapid - 25% since 2009.

As to Neway (2015), there are a number of causes for traffic accident among which
the major ones include vehicles, environment and roads. Furthermore, drivers are playing a
major role in the happening of RTA problems. Globally, more than 74% of the accidents
occur because of drivers (McMahon, 2005). There are a number of factors that lead drivers
to commit traffic accident, drinking driving, wrong way driving, over speed, and improper
turns are the major factors for the causes (ibid, 2005).

There are several factors to be mentioned for the cause of traffic accident in Ethiopia.
Studies reveal that over speeding, undivided lanes, light, road alignments and absence of
median stripes are the major causes. In the case of over speed, In Ethiopia the average speed
limit of the vehicle is 30kph.

Undivided lanes and absence of medians are also the leading features for the
occurrence a of traffic accident in Ethiopia. According to Getu (2013) about 59.95% of fatal
accidents and 56.46% of injuries are happened because of undivided road ways on two
lanes. Moreover, high ways which have only one way are the cause for 12.21% of fatal
crashes and 18.11% of injuries. Besides, road alignment contributes 65.18% of fatal and
67.33% of injuries here in Ethiopia. Light is also the next leading cause of traffic accident in
Ethiopia. More of the accidents happen during day time, about 62.45% of fatal and 68.22%
of injury crashes are happen during the day time (Saidi, 2001).

1
Ato Nigussie Kebede, Directorate, Vehicle Inspection and Registration, Federal Transport
Authority, May 15, 2009

16
 2.4. The Road safety Systems Versus the vehicle

Road crashes often result from a series of root causes. As to (IFRC: 2007); the
vehicle is a factor in 5 to 10 per cent of crashes, road infrastructure (10 to 20 per cent of
crashes may be attributed) and road user behavior (responsible at least in part for some 80 to
90 per cent of road crashes). It is important to consider the vehicle/the road/the user as a
system. The interactions between users and the physical elements are critical.

The Haddon Matrix is one of such tools, which is capable of demonstrating such
interaction with in the system. The matrix basically illustrates: the interaction between the 3
factors: human, vehicle and infrastructure. There are 3 phases of a crash within in the
course. These are: Pre - crash, during Crash, during and Post-crash (WHO, 2013).

To highlight in further the vehicles and equipment aspects, among the 3 factors in the
pre-crash phase includes: roadworthiness, lighting, braking, handling, and speed
management. The crash phase comprises: seat belts, occupant restraints devices, and crash-
protective design; while the post crash phase includes: ease of access and fire risk (ibid).

According to (IFRC: 2007), a Global Plan of Action is developed to guide countries on

taking concrete, national-level actions. The Global plan of action has 5 key pillars, which
provides a practical tool to help governments and other national stakeholders develop
national and local plans of action, while simultaneously providing a framework for
coordinating activities at regional and global levels. Pillar -road safety management, Pillar
2-safer roads and mobility, Pillar 3- safer vehicles, Pillar 4-safer road users, and Pillar 4-post
crash response. The main subject of this study is safer vehicles, which is stipulated in Pillar
3.

2.5. A glimpse history of vehicle inspections- global experiences

As stated in the beginnings of this reviewing section , Periodic technical inspections

of vehicles were introduced more than fifty years ago in various industrialized/
motorized countries such as the UK (MOT, 2014). Initially, their main purpose was to
ensure vehicle maintenance, and mechanical items (such as brakes or steering) were

17
checked. Over the years, the list of items tested has been continually expanded, in
particular, to include emissions control.

In the UK, a national vehicle inspection test, usually known as the ‘MoT test’, was
first introduced in 1960 under the direction of the Minister of Transport (ibid). The test was
originally relatively basic, involving a check of brakes, lights and steering, which was to be
carried out after the vehicle was ten years old and every year thereafter. A
computerized administration system for issuing non-secure test certificates as well as
for reporting annual MoT (roadworthiness) test results was introduced in 2005.

At present, many countries have implemented vehicle inspection programs,

though timing and content varies significantly. For example, there are reports of
comprehensive testing programmes being introduced in the Netherlands in 1978
(SWOV, 2012); in France in 1986 (Yamamoto et al., 2004); in Norway after 1995
(Christensen and Elvik, 2007); and in Lebanon in 2001 (Kazopoulo et al., 2007).

As a general trend, the components of inspection and maintenance programmes are

becoming more harmonized. In particular, the development of the European Union
(EU) has influenced member countries to introduce either tighter or more extensive
programmes, which are relatively similar, not least given that vehicles from one member
country may drive on the roads of another.

Globally, the development of regulations and standards for vehicle testing is

led by the United Nations Economic Commission for Europe (particularly 'The World
Forum for the Harmonization of Vehicle Regulations – WP 29'), which has been
responsible for various agreements on type approval of vehicles (such as the 1958 and
1998 agreements).

The UN position on vehicle inspections is to encourage harmonization between

countries, and with the EU approach, and, in 1997, it put in place the‘1997 Agreement’ on
“the adoption of uniform conditions for periodical technical inspections of wheeled
vehicles and the reciprocal recognition of such inspections” , although this is not yet

18
formally adopted by many countries. Meanwhile, the organization International Motor
Vehicle Inspection Committee -CITA, acts as an international advisory body.

CITA - the International Motor Vehicle Inspection Committee , is the world-

wide non-profit association of vehicle inspection organizations. It is based in Brussels
and present members (approximately 120 organizations) are drawn from almost 60
countries. CITA represents all types of organizations including stakeholders such as
government, private sector, dedicated inspection centers’, garage-based test centers’ and
test equipment manufacturers.

CITA started its activities in 1958 by organizing National Road Safety days and,
since then, has played an important role in vehicle inspections. Since 1969, it has organized
regular international meetings. CITA is recognized by the Commission of the EU and the
UN Economic Commission for Europe (UNECE) for its expertise in relation to vehicle
inspections. CITA focuses on improving transport sustainability with particular
emphasis on road safety and environmental protection. Safety systems; environmental
protection systems; standardized inspection outcomes; continuous compliance; and
information systems are its five topic areas..

2.6. The Vehicle inspection program: purposes and functions

The VEHICLE INSPECTION SERVICE (VIS), among others: enhances road safety
and environmental protection. Many countries insist that motor vehicles comply with
national environmental and safety standards. Governments are now becoming more focused
on implementing legislation to reduce road accidents and the environmental impact of non-
compliant vehicles. It is widely accepted that vehicles should be subject to regular technical
inspection at pre-set intervals throughout their life.

VEHICLE INSPECTION SERVICE (VIS) is a technical inspection service for

vehicles. It is performed in accordance with national legislation/ regulation and international
standards for environmental protection. VIS is essential for countries that wish to ensure that
vehicles being used on their roads comply with the national regulations and any other

19
required national standards. VIS may also be used to control the safety and compliance of
imported used vehicles.

The purposes of inspections are to determine the conditions of motor vehicle for
conformance with standards or other normative documents and/or general requirements. The
motor vehicle inspection covers the inspection for export, in-house motor vehicle and road
worthiness inspections (SAC, 2018).

The main goals of Inspection programs are (1) to assure that in-use vehicles are
properly maintained and used; (2) identify the dirtiest vehicles and get them repaired
(address emissions); and (3) identify unsafe vehicles and get them repaired (address road
accidents).

Basically, vehicle roadworthiness inspections fall into two types: periodic technical
inspections (PTI) and roadside inspections, (European Commission, 2012) .The former
category is performed in a designated test centre, where the motorist/owner brings their
vehicle to be tested at a pre-determined interval.

The latter category is performed at the road-side, and is less likely to take place at
regular intervals, since testing is usually targeted for maximum effectiveness. Both private
and commercial vehicles are subject to inspections, with commercial vehicles usually
subject to particular scrutiny. For example, under EU law, unannounced roadside
inspections of commercial vehicles can be carried out at any time, in any EU country,
irrespective of the country where the vehicle is registered.

Initially, when vehicle inspections were introduced, their main purpose was to
undertake mechanical safety checks. However, over time, emissions control has become
an increasingly important component of the inspection process, not least due to concerns
about air pollution.

20
Its key benefits can be summarized:

➢ To check vehicle conformity,

➢ To improve quality of second-hand and in service imported vehicles, and also
facilitate Customs clearance for imported vehicles,
➢ To reduce the fatality rate from road accidents and related public safety costs,
➢ To improve the general level of roadworthiness of all vehicles,
➢ To strengthen road safety and consumer protection, and
➢ To enhance more efficient control of imported vehicles and technical inspection of
domestic fleet.

As to many standards VIS, the usual steps are as follows:

1- Vehicle delivery at the inspection station

• The customer presents the vehicle to security at the main gate of the station

• Gives all administration documents to the station reception

• Collects the Inspection Report Form (IRF) and places it inside the vehicle

• Drives the vehicle from the entry lane to the test lane

2- Vehicle Inspection

• Lights/Exhaust Emissions Inspection

• Steering / Shock-Absorber / Brakes Inspection

• Topside Visual Inspection

3- Satisfactory Results

• Bureau Veritas receives Inspection Report Form (IRF) from the Inspection Controller

• Prints the Certificate of Conformity (COC) for vehicles being imported

• Prints the Sticker

• Staples Sticky label to the Certificate

• Forwards to Test Register

• Sign the certificate

21
 2.7. Basic components and best practices of technical vehicle inspections

Until now, a theory that can explain the influence of PMVI on road accidents
is yet to be developed. Nonetheless, the effect of road worthiness on the occurrence
of accidents is often studied by analyzing the relationship between PMVI programs
and accident rates. The main objective of PMVI programs is to ensure that the
vehicles that are being used on public roads are free from defects.

The PMVI programs are considered to be effective if a reduction in defects on

vehicles results into a reduction on accident cases. PMVI may have other effects
which cause the differences observed, such as promoting the number of newer vehicles
on the road which may improve the crashworthiness of the vehicle fleet on the roads.
Key features that contribute to the success of inspection programs have been discussed in
several studies of which, Walsh (2013; 2005) and Civic Exchange (2013) , identified these:

A. Institutional design of the Inspection program. The success of an Inspection program has
been closely linked to how the system is designed, in terms of centralized or decentralized
types of inspection, private or public testing centers, the presence of accreditation and audit
systems, among others.

B. Fleet characterization through vehicle registration statistics, fleet density per person or
per road length, age of fleet. Fleet characterization and registration is the foundation of good
inspection and maintenance program. The design, economics and impact assessment of an
inspection and maintenance system needs good data on existing fleet, fuel type, age
distribution, vehicle kilometers travelled (VKT). By knowing the number and type of
vehicles and its characteristics, the system can be designed to the appropriate scale and
customize fiscal measures to make the procedure financially viable for the operator.

C. Policies on periodic technical inspection, infrastructure for vehicle testing centers.

Inspection and testing of vehicles is integral to the system. Inspection as such does not
reduce emissions nor increase safety but it allows identification of polluting and unsafe
vehicles and thus provides a link with maintenance. The key complexity of the system is
“how” and “what” to measure, and how often these inspections should be.

22
D. Policies and institutional support for vehicle maintenance and repair. While much
attention is being paid to the inspection part of the system, it is the maintenance that actually
reduces emissions. Very often, repair quality is weak and needs special attention. This is
especially true throughout the region as the service sector is very informal and usually lacks
good training or equipment.

E. Policies and institutional support for enforcement and detection technologies, increased
public awareness and participation. Enforcement relates to checking vehicles for registration
certificate, valid inspection and maintenance certificate, visual inspection for roadworthiness
and/or measuring the actual emissions from vehicles on roads. An effectively enforced
program would increase public trust and promote vehicle owner participation, while
enforcement that is observed as inconsistent would be perceived as corrupt and unjust,
ultimately jeopardizing the I/M program as a whole.

F. Supporting policies on vehicles that enter and exit the active fleet. Loose policies on the
importation of used or refurbished vehicles, engines and parts have an effect on emissions
control and roadworthiness of vehicles. In addition, vehicles that can no longer be repaired
to pass emission and safety standards should be retired, but end-of-life must be monitored to
prevent reentry of vehicles on the road.

2.8. Technical Vehicle Inspection practices in Ethiopia

In Ethiopia, there is a mandatory annual vehicle technical inspection nationwide.

Imported vehicles and vehicles which undergo body changes have to also pass through
mandatory technical inspections before they are licensed to operate on the road. Transport
Bureaus of regional states; undertake annual technical inspection for vehicles whose plate
number has the respective regional codes.

The Federal Transport Authority undertakes technical inspections for imported

vehicles and body changes as well as annual inspections for vehicles their plate numbers
cannot have regional codes (such as Eth. UN, AU, etc.) because of their type of service. The
Federal Transport Authority has revised and strengthened the procedure of the technical
inspection and made all the regions to comply with the new procedure. The new procedure

23
has enabled the transport agencies to contract out the annual technical vehicle inspection and
strengthening and focusing on the controlling functions. The new procedure has been
implemented since 2005. Accordingly, about 90% of the annual vehicle inspections
nationwide have been outsourced to private organizations. Transport agencies make sudden
inspections of private organizations undertaking annual inspections with detail evaluation of
sample inspected vehicles. They also receive monthly detailed reports from these
organizations.

As of the year 2009/10; private organizations with the relevant technical ,

administrative financial and related capacity offered the opportunity to undertake technical
annual vehicle inspections with the help of inspecting machines (such as brake tester, light
tester, and exhaust tester).

2.9. Policies, legislations and institutional framework of Vehicle inspection in

Ethiopia

Ethiopia has no defined transport policy on a national level. However; the

Government of Ethiopia has defined a long-term strategy and developed huge investment
programmes for the road network expansion and rehabilitation. Besides, there is what is
known to be: ‘Transport policy framework of Addis Ababa’. The Addis Ababa City
Transport Policy aspires; “To see the transport service accessible to all and play a major
role in the development of the city”, as its Vision. The general objectives of this policy are;

➢ To provide safe, efficient, comfortable, affordable, reliable and accessible transport

service for the urban dwellers,
➢ To enable the sector to provide for the socio-economic development, good
governance, improve the livelihood of the society and adopt environmental protection of the
city, and
➢ To enhance the status of the city as an international seat, by introducing seamless
traffic flow through modern traffic management system.

The Transport Policy of Addis Ababa is geared towards: Providing comfortable,

safe, dependable, efficient, equitable transport service for the city of Addis Ababa is a

24
condition to accelerate the development of the city, and make a competent city on regional,
continental and international levels.

2.9.1 Proclamation No. 681/2010 -Vehicles Identification, Inspection and

Registration Proclamation.

As to the “Vehicles Identification, Inspection and Registration Proclamation No.681/2010.”,

Definitions:

1. “vehicle” means any type of wheeled motor vehicle other than special military
vehicles, for use on roads classified as a carriage, bicycle, motor vehicle, semi-
trailer and trailer;
2. “motor vehicle” means any vehicle moving on a road by mechanical or electrical
power;
3. “registered vehicle” means a vehicle registered in the name of the owner upon
ensuring the completeness of the necessary documents; upon certification of its
title;
4. "Truck" means a motor vehicle constructed or adapted for use and used
primarily for the conveyance of goods of any description and includes a truck
tractor;
5. "Motorcycle" means a 'motor vehicle with less than 4 wheel&,' the weight of
which, exclusive of any side-car attached thereto, does not when un laden exceed
four hundred kilograms;
6. “ Private Vehicle" means a motor vehicle used for private service other that a
truck, a motorcycle, a public service vehicle, a truck tractor and special mobile equipment;
7. "Public Service Vehicle" means a motor vehicle used to carry passengers and
classified as a commercial motor car and motor omnibus;
8. "Commercial Motor Car" means a public service vehicle having accommodation for
not more than twelve passengers;
9. "Motor Omnibus" means a public service vehicle having accommodation for more
than twelve passengers;

25
10. Truck Tractor" means a motor vehicle constructed or adapted for use and used
primarily for drawing other vehicles, and so constructed as to carry no load other than a part
of the weight of the vehicle and load being drawn;
11. "Special Mobile Equipment" means any vehicle designed, adapted or used for
agricultural, horticultural, livestock raising, road construction, building, digging or any other
similar operation; this term does not include vehicles designed or used for the transportation
of persons or goods;
12. "Semi-trailer" means a vehicle constructed or adapted for use and used for use and
used for carrying persons or goods and being drawn by a motor vehicle, and so constructed,.
that some part of its weight and that of its load rests upon or is carried by another vehicle;
13. "Trailer" means a vehicle which has no independent, motive power and which is
capable of being attached to and drawn by a motor vehicle, and so constructed that no part
of its weight rests upon the motor vehicle by which it is drawn, but shall not include a side
car attached to a motorcycle;
14. “annual inspection sticker” means a tag valid for one year that indicates the technical
worthiness of a motor vehicle to be operated on the road;
15. “inventory vehicle” means any vehicle which is part of the stock of any
manufacturer, dealer, re-builder or wrecker kept for sale;
16. “official records” means all applications, customs documents, technical inspection
forms, pieces of correspondence and other documents required pursuant to this Proclamation
for proper title certification and annual inspection;
17. “official register” means the registry in which all particulars of title certification of
vehicles and annual inspections are entered;
18. “inspection period” means the annual period of inspection conducted for vehicles;
19. “vehicle inspection” means a technical inspection conducted to ensure that a vehicle
is technically worthy of being driven on the road;

In part 4 of the proclamations, it states about the Vehicle Annual inspection in detail.
Article 25 of the proclamations dictates that any Vehicle may not be operated unless
inspected and stickers displayed. As to the presentation of the Vehicle for inspection, owners
are responsible to do so.

26
 Article 28 0f the proclamation states that; Inspection Stations shall be established by
the appropriate organ or may be delegated by it. An inspection certificate shall be given for a
period of one year. Moreover, Directive No.1/2004 and Councils of Ministers regulation
No.206/ 201 have also to do with the issue at hand also, and will be annexed as well.

2.9.2 Institutions and structures

Looking at the administrative structure of the road transport sector, we find, as the
main actors, the Ministry of Transport, the Federal Transport Authority, the Road Fund
Secretariat, the National Committee for Traffic Safety, and the Traffic Safety Department
under the jurisdiction of the Federal Police. These government agencies have as their main
responsibility the designing of policy and strategy, overseeing the sector's administration
and facilitating the availability of financial resources. What we have in this respect at the
regional level are the respective regional transport bureaus, offices and other low-level
departments.

Among the government agencies in the transport sector, the topmost institution is the
Ministry of Transport. In the years following 1991, this ministry has undergone several
name changes and structural adjustments. Especially at the time when the ministry was
named the Ministry of Infrastructure, of the 2 branches of the transport sector, the service
management and administration branch appeared to have been of lesser importance and
rather marginalized. At present, however, things seem to have assumed their former status.

The Transport Authority (TA), accountable to the Ministry of Transport and is

responsible for regulating transport services (road, rail, and water transport) in the country.
According to proclamation 468/2005, it has the power and duties to follow up the provision
of safe transport services to the public. Specifically, proclamation 468/2005 defined the
responsibilities of the Federal Transport Authority, supported by transport bureaus in
regional states but without direct legal relationships as:

➢ Determination of the operation, and capacity of vehicles using the road and issue
approval certificate for registration;
➢ Registration and annual technical inspection of motor vehicles;

27
➢ Standardization of the importation or manufacture of motor vehicles;
➢ Certification of the technical competence, licensing, and grading of garages engaged
in the repair and maintenance of vehicles; and
➢ Licensing of drivers and driving schools and instructors.

It is very clear from the list that the responsibilities that fall under TA concentrates on
vehicle safety and driver training and licensing. Recently, TA has gone through business
process reengineering and has reformed its organization setup giving important
considerations to road safety responsibilities. Its organizational structure includes
directorates which undertake responsibilities in vehicle inspection and registrations, driver
training and licensing, and road traffic safety. This organization setup will enable the
authority to give overall guidance to harmonize and standardize the transport system
nationwide in general and the road safety activities in particular.

The organization of Regional Transport Bureaus differs from Regional State to

Regional State. Some are under Trade and Industry and others are organized by their own.
However, they are the main government bodies under regional states and without any
authority link with the Federal Transport Authority undertaking or controlling vehicle
inspection, registration and licensing, driver training and licensing, management of road
transport operations, and, generally, the provision of safe transport services to the public.

They work very closely with the Federal Transport Authority. The Federal Transport
Authority coordinate, harmonize, and sometimes control to make sure that the federal laws
are uniformly interpreted and implemented and the country is practicing uniform and
standard transport operation practices nationwide.

The Regional Transport Bureaus are also reforming their organizational setup bench
marking the Federal Transport Authority reform. Some have created road safety units. The
organizational structure of the larger regional states has reached down to Woreda and
Kebele levels creating the potential to strengthen the community level participation in road
safety.

28
 2.10. Challenges and Gaps

As per the ‘Transport policy framework of Addis Ababa’: The legal framework
set for Addis Ababa transport systems is inadequate. This is basically due to fragmentations
of polices and legislations along with institutional arrangements. It is only when
proclamations, regulations and directives are set appropriately and applied effectively that
policies and programs are possible to be implemented. Moreover, institutions established to
implement the existing legal provisions are not able to function due to the nature of their
fragmentation resulting in difficulties to improve, harmonize, develop and adopt effective
transport development, management and services.

The same document also outlines: the major challenges in transport infrastructure
and services, some are indicated below.

1. Issues of the land-use system,

2. Infrastructure issues,
3. Financial issues,
4. The issue of public transportation services,
5. Human resources development in the sector , and
6. Issues of governance and corruption in the sector

Studies also indicated, the followings, as main challenges faced by the transport
system in Addis Ababa, among others:

1. Very limited traffic management, exemplified by the severely inadequate number of

traffic control signals, and the lack of a central traffic control system;
2. Pedestrian safety concerns and high accident rates;
3. Ineffective planning, management and oversight of the city’s public transport
network (notwithstanding some important recent initiatives to develop a mass
transport network); and
4. Inadequate institutional capacity underlying the above concerns and lack of
coordination among different agencies shaping the city’s transport system and the
land use patterns.

29
 Besides, the absence of limits on the producing year of motor vehicles imported into the
country; Absence of strategic systems of functioning transport service sectors and agencies; The
uneven distribution of transport vehicles throughout the country, one result of which is high
traffic congestion in few cities might be a burden on the inspection stations

30
 CHAPTER THREE - RESEARCH METHODOLOGY

3.1. Research design

The researcher employed mixed methods approach for this study. Basically, this is an
approach that involves collecting and analyzing both forms of data: the quantitative and the
qualitative strategies are those that involve collecting and analyzing in a single study. It
employs strategies of inquiry that involve collecting data either simultaneously or
sequentially to best understand research problem . The purpose of this concurrent
mixed methods study is to better understand a research problem by converging both
quantitative and qualitative (detailed views) data. A mixed methods design is useful to
capture the best of both quantitative and qualitative approaches. In this case, the
researcher employed: concurrent procedures, of mixed approach. In which the researcher
converges quantitative and qualitative data in order to provide a comprehensive
analysis of the research problem. In this design, the investigator collected both forms of
data at the same time during the study and then integrates the information in the
interpretation of the overall results.

3.2. Research Methods

The study employed both qualitative and quantitative research, a triangulation

method. Triangulation method is helpful to seek out multiple sources of data and gathering
techniques, which means it uses both qualitative and quantitative method in order to gather
relevant data for the study. Using this method helps to get accurate outcome and it provides
more varied data than a single method (Given, 2008).

3.2.1. Qualitative method

Qualitative research deals with some quality or a certain occurrence which is

relating with quality. Qualitative study provides relevant explanation in order to develop
new concepts on the study. The main concern of qualitative study is to collect,
integrate and present relevant data from several sources in order to include them in the
given study area (Kothari, 2004).

31
 Qualitative method can help the researcher to interpret and understand the complex
reality of a given situation and the implications of qualitative data. Furthermore, qualitative
method has the ability to provide multifaceted textual explanations and also effective in
identifying intangible issues (Mack, 2005). Furthermore, it can develop sound conclusions
and make the study more strong without doubt (Palacios, 2007). According to (Yin,
2011) qualitative method have five unique features which is different from other methods.

1. Qualitative research involves with the meaning of people lives under the real
world conditions. One can represent the entire population accurately but through definition
one cannot speak to any single real life.

2. It has the ability to represent the views and perspectives of the participants in the
research.

3. It covers contextual conditions; the social, institutional, and environmental conditions.

4. It explain certain events through existing and emerging concepts and,

5. It strives to collect, integrate and present data from variety of sources of evidence as part
of any given study.

The researcher employed qualitative method for this particular study to assess
and analyze the content, which are stated in the polices , proclamations and directives in
relation to the study subject.

3.2.2. Quantitative method

Quantitative research is concerned with phenomena which can be expressed in

quantity (Kothari, 2004). Moreover, quantitative approach is used to fill the information gap
on the data collection process. For the purpose of this research the quantitative approach is
used to assess and quantify in scaling:

i. The overall completeness of the implementation framework of Vehicle

inspection,
ii. The disparity between existing laws and the implementation of the laws in
practice,

32
 iii. The discrepancy between the actual implementation and the standard
specifications ,
iv.The pertaining institutional arrangement and placement ,
v. The level of commitment shown among relevant government institutions and
agencies , &
vi. The extent of the legal and policy framework of Ethiopia in addressing
overall vehicle technical inspection problems specific to the country’s context.

3.3. Data Sources

Data sources are sources which include primary and secondary data. Primary data are
data which are found or gathered for the first time by the researcher him/herself.
Primary data include interview, observation, and other different firsthand information
obtained from sources (Kothari, 2004).Whereas, secondary data are data which already
existed before the researcher found them. These data are created, collected or gathered
by some other person. Secondary data include a range of documents, publication of
governments, research studies, technical journals, books, and various publications (ibid,
2004). Therefore, the researcher employed both primary and secondary data sources. In this
study, technicians, supervisors, Heads and mangers/ owners from the selected Vehicle
Inspection centers and relevant experts of the Federal and Addis Ababa Transport
Authorities were used as primary source to conduct in-depth interview .While pertinent
polices. Proclamations, and directives and other relevant documents were used as
secondary sources of the study.

3.4. Data Collection methods/ Tools and Instruments

Data is the most relevant item for any research. Hence, in order to get the relevant data
for the study there must be tools. This study primarily used: in-depth interview, Document
analysis and observation as its data collection tools. Each of these tools explained below.

3.4.1. In-depth Interviews

One of the techniques used in this study is in-depth interview. The interview
was semi structured , so as to let the interviewees express their thoughts and views

33
 using the few prelisted questions as elements to guide the course of interview to only
relevant points. This is mainly used in generating relevant information regarding gaps and
challenges faced in the course of implementation, equally for soliciting possible
recommendations as away forward. “In-depth interviews are one of the most common
qualitative methods. One reason for their popularity is that they are very effective in giving a
human face to research problems” (Mack et al, 2005).

The study used in-depth interview as a primarily data gathering tool, as it enables to
get information from the interviewees by using semi structured interview guides. The
researcher took note on every answer the interviewee gives. The semi-structured interviews,
which has been designed to provide vital information on individual perspectives and
experiences through direct discussion and conducted on the basis of a loose structure.
The semi-structured interviews were made up of both close ended and open-ended
questions. The questions, define the area to be explored and the interviewer would like to
cover, with some useful prompts to encourage the interviewee to talk about specific
issues and also it provides an opportunity for both the interviewer and interviewee to
discuss in more detail (Patton and Cochran, 2002; Hancock, Ockleford & Windridge,
2009).

3.4.2. Semi- Structured questionnaires

The researcher employed scaling via Semi- Structured questionnaires. Scaling has been
defined as a “procedure for the assignment of numbers (or other symbols) to a property of
objects in order to impart some of the characteristics of numbers to the properties in
question.” (Philips, 2005). More specifically, scaling describes the procedures of assigning
numbers (or other symbols) to various degrees of opinion, attitude and other concepts. This
can be done in two ways:

1) Making a judgment about some characteristic of an individual and then placing him directly
on a scale that has been defined in terms of that characteristic , and
2) Constructing questionnaires in such a way that the score of individual’s responses assigns
him a place on a scale.

34
 It may be stated here that a scale is a continuum, consisting of the highest point (in
terms of some characteristic e.g., preference, favorableness, etc.) and the lowest point along
with several intermediate points between these two extreme points. Numbers (or other
symbols); for measuring the distinctions of degree in the attitudes/opinions are, thus,
assigned to individuals corresponding to their scale-positions.
Hence the term ‘scaling’ is applied to the procedures for attempting to determine
quantitative measures of subjective abstract concepts. Likert Rating Scale - Likert scales are
the most widely used scale, since it allows the researcher to quantify opinion based items. A
Likert type question asks respondents to state their level of agreement with a statement.
Questions are typically grouped together and rated or responded to base on a five-point
scale. This scale typically ranges in order from one extreme to the other, such as: (1) Very
low; (2) low; (3) Moderate/ satisfactory; (4) High; (5) Very High.

3.4.3. Document Analysis

In this study document analysis was used as a data collection tool in order to
discover all written documents; regarding policy and legislations of Vehicle inspection
process in Ethiopia along with all its details. Documentation includes a wide range of
written materials that can produce qualitative information. To cite: relevant sector’s
Transport &Vehicle related polices legislations / proclamations, guidelines and directives
and etc were reviewed.

A Content analysis is a method which is used to measure and analyze

variables in a systematic, objective and quantitative way (Wimmer, 2011). Content
analysis helps to analyze printed materials which are found in books, magazines,
newspapers, and the contents of all verbal materials (Kothari, 2004). Content analysis is
believed to be the suitable analysis method for this study , since it includes : “Any
technique for making references by objectively and systematically identifying
specified characteristics of messages”. In this research content analysis was used in both
qualitative and quantitative senses.

35
 3.4.4. Observation Method

The observation method is conducted in a way we observe things around us, but this
sort of observation is not scientific observation. Observation becomes a scientific tool and
the method of data collection for the researcher, when it serves a formulated research
purpose, is systematically planned and recorded and is subjected to checks and controls on
validity and reliability. Under the observation method, the information is sought by way of
investigator’s own direct observation without asking from the respondent.

The main advantage of this method is that subjective bias is eliminated, if

observation is done accurately. Secondly, the information obtained under this method relates
to what is currently happening; it is not complicated by either the past behavior or future
intentions or attitudes. Thirdly, this method is independent of respondents ‘willingness to
respond and as such is relatively less demanding of active cooperation on the part of
respondents as happens to be the case in the interview method.

While using this method, the researcher should keep in mind things like: What
should be observed? How the observations should be recorded? Or how the accuracy of
observation can be ensured? In case the observation is characterized by a careful definition
of the units to be observed, the style of recording the observed information, standardized
conditions of observation and the selection of pertinent data of observation, then the
observation is called as structured observation.

3.5. Sampling Techniques and Procedures

Sample is a sub-section of the population which represents the whole population. In

other words, sample is a model which examines only some part of the population (Kumar,
2006). In order to achieve its objectives, the study employed both purposive and
randomly sampling techniques. The sampling techniques employed in the selection of sub-
cities were purposive. In that, the sample is chosen based on criteria which are considered as
useful data for the particular study. This means samples are selected purposefully, not
randomly (Kothari, 2004). However, the selection of inspection centers within each sub-city
was selected randomly.

36
 Taking in to account that Addis Ababa is divided in to 10 sub-cites from settlement
pattern, density and residence history of each sub-cites; one can categorize and may classify
each sub-city with old residence areas and newly emerging ones. From the prior residency
and settlement pattern; such sub-cities can be classified as Core sub-cites. While, sub-cities,
where considerable of its parts, shown relatively a recent mushrooming and higher
expansion of urbanity could be classified as emerging ones. In line with this, the core sub-
cites category comprises: Arada, Kirkos, Addis Ketema, Lideta, Guelele, Yeka and Akaki-
Kaliti can be classified as old resident areas. In contrast to these, Nifas Silk - Lafto, Kolfe -
Keranio, and Bole sub-cities could be categorized as emerging sub cites.

Hence, based on the aforementioned classification of sub-cities, the researcher

selected purposively 5 sub cities among the 7 Core sub-cities. In that, 5 sub cities: Kirkos,
Lideta, Addis Ketema, Gulele and Akaki-Kaliti sub-cities were selected purposively.
Whereas, two sub-cities: (Nifas Silk-Lafto and Bole sub-cities) were purposively selected
out of the three emerging sub- cities. Then, 2 vehicle inspection centers, from each of the 7
sub cities were randomly selected; by employing the lists of Vichele inspection centers from
Addis Ababa Transport Authority as a sampling frame. As a result, a total of 14 Vehicle
inspection centers found in the 7 sub-cities of Addis Ababa were included in the study. The
respondents from the 14 vehicle inspection centers, in the 7 sub-cities were selected
randomly, of those who have been there. The fact that, the survey is used as a supplementary
for the qualitative data determined its size. In that, the technicians, head of
technicians/technicians supervisor, manger and heads of technicians and computer
technicians were selected randomly, while the 3 experts from the Federal and Addis Ababa
City Administration Transport Authorities were selected purposively.

3.6. Data Analysis Method

Data Analysis is the crucial stage where researchers begin to understand their
findings in light of their research aims (Basit ,2003). The data collected from the
participants was analyzed according to their nature. In this study, data were collected
through both open-ended and close ended semi- structured questions in the interviews,
which were more manifested via the scaling. The qualitative data collected via interview ,

37
document analysis and observations were categorized into major parts based on the
relevance to the main point of the research questions, and was summarized and
discussed one by one. The qualitative data generated from the interview was transcribed and
translated into English and analyzed to answer the research questions.

The quantitative data, from the semi- structured questionnaire was properly counted
and coded, in order to describe results and inferences were made about the overall content
and analyzed using descriptive statistics such as frequencies and percentage.

The qualitative data triangulate and supplemented the findings obtained using
the quantitative data. The researcher employed a qualitative method for this particular
study to analyze the content, expressions and main themes of the legislations and polices in
relation to inspection of vehicles in Ethiopia , and identify main challenges and gaps existed
in taking over this inspection regularly/annually within the randomly selected 14 inspection
centers in Addis Ababa.

38
 CHAPTER FOUR - ANALYSIS AND PRESENTATION OF FINDINGS

This analysis section is organized in a way of responding to the research questions of the
assessment. All of the study analysis, and interpretation, are presented along with its
findings and discussion of the findings generated from the Semi-structured Interviews, the
Semi-structured questionnaires, the observations and the content analysis conducted.
Findings generated via the document /content analysis is presented and discussed firstly.

4.1. Analysis and presentation of major relevant Policies and Legislative Provisions

This section is presented intending to bring to light key relevant policies,

legislations, guidelines/ directives and procedure skeleton of Ethiopia relating to technical
vehicle inspections in particular and the road safety systems and practices in general.

4.1.1. Content Analysis of Polices, legislations, and guidelines relating to Annual

Technical vehicle inspection centers/stations in Ethiopia

The assessment study revealed that the major policy and legislative framework of the
sector have to do with mainly some certain items: such as the transport sector in general and
enhancement of the Road safety system.

The assessment study found out that, there have not been a single and a
comprehensive transport policy at the country level, where as there are certain polices that
may bear both direct and indirect impacts. There were efforts of initiation to have the first
draft national “Transport Policy”, intended to address all modes of transport. According to
the weekly English newspaper: “Fortune Addis ": it was tabled for discussion among
stakeholders and experts in the field, on February 2, 2016 G.C. Then it was reported by this
same newspaper that: 'the (draft Transport Policy) had been worked by the Ministry of
Transport in together with a consulting company called, Afro Consult. This initiation
process, which was stated for taking three years then, has not been materialized until august
2018 G.C.

39
 According to a ‘Case Study: Road Safety in Ethiopia’, (UN-ECA, 2009) : some of the
reasons why the country had no road safety policy were , the followings :

➢ The presences of other pressing economical and social issues of priority for the
government;
➢ The economic effect is not fully appreciated by decision makers because much of it is
indirect government expenditure, and more cost is borne by the society in general;
➢ Lack of awareness, knowledge, and experience on how road safety can be improved; and
➢ Constraints of funding

However, the Addis Abba City Administration had what is called: ‘Transport policy
framework of Addis Ababa’.

The need for developing the ‘Transport policy framework of Addis Ababa’ is stated:
as there is no clearly defined transport policy for the city of Addis Ababa. Rather it based
on and led by different proclamations, regulations, and directives issued by the Federal
Government and the City Administration which renders difficult for harmonized and
coordinated actions.

As to the ‘Transport policy framework of Addis Ababa’, the importance of the

promulgation of the policy paper for Addis Ababa is necessitated due to these factors listed:-

Enable the transport services of the city to assist the national effort to reduce poverty and
accelerated development programs,

1. Realize infrastructure and transport service based on development in the city, based
on accessibility and mobility of the urban population and ensures that different institutions
and stakeholders play a key role in a coordinated and cooperative spirit,
2. Integrate the city’s land-use and transport plan,
3. Provide efficient, coordinated and improved transport service
4. Since funding urban transport development requires huge financial demands, set the
favorable condition to finance the development of urban transport through revenues
generated from different sources of the sector,

40
5. Capacitate the principal stake holders in their institutional structures, enhance human
resource development, management, application of technologies, promote for coordination
and provide for the private sector participation to enhance safety, and effective transport
services, and
6. The needs to capacitate urban transport planning practices, develop qualified human
resources, enhance the experience, and advance skills in information dissemination and
research in the field of urban transport.

The ‘Transport policy framework of Addis Ababa’ City Administration’s is geared

towards Providing comfortable, safe, dependable, efficient, equitable transport service for
the city of Addis Ababa is a condition to accelerate the development of the city and make a
competent city on regional, continental and international levels. In order to accomplish these
needs, the Transport Policy of Addis Ababa has outlined eleven key policy issues and
implementation strategies. The followings are key Policy issues, as identified by the policy:

1. Integration of Land-use and Transport Plan.

2. Expansion of transport infrastructure.

3. Enhance transport service provision

4. Ensure traffic safety
5. Employ integrated and modern traffic management system
6. Improve environmental protection and energy use
7. Focus on social issues
8. Strengthen financial capacity
9. Capacity Building and coordination of transport services providing institutions
10. Equipping with the necessary legal framework
11. Establish a regional and international partnership

In seeing legislations, basically, Proclamation no. 4681/2005 and proclamation no.

681/2010 - holds a central position. Among these, to begin with, Proclamation no.
4681/2005; this set a proclamation to provide for the regulation of transport. The Transport

41
 Authority is established as an autonomous public authority having separate juridical
personality, accordingly. The Authority is mandated to meet the following objectives:

❖ To promote an efficient, adequate, economical and equitable transport system;

❖ To ensure public transport services are safe and comfortable;
❖ To develop domestic and international transport network; and
❖ To promote the development of all aspects of transport.

Proclamation no. 681/2010 is the main proclamation that dealt with the subject of
this study directly. This Vehicles Identification, Inspection and Registration Proclamation,
specifically addresses vehicles annual inspection and related issues. As to the Requirement
of Annual inspection: ‘Any vehicle may not be operated on any road unless inspected and
an annual inspection sticker is being displayed on it. However, there could be certain
exemptions from annual inspection for some vehicles, since they may not be required to be
inspected annually.

As stipulated in part four of the Proclamation no. 681/2010, these are among
exemptions:

1) Vehicles engaged in international traffic;

2) Inventory vehicles;
3) Special mobile equipment with a maximum speed of less than 20 km per hour; and
4) Carriages of handicaps

This proclamation has also more on the Inspection Stations themselves, and the
inspection criteria to be pursued by accordingly. 1/an authorized inspector of an inspection
station shall inspect each vehicle presented for the purpose of establishing:

a) The authenticity of the numbers and letters placed on the body, chassis or engine or the
vehicle by the manufacturer and which are included in the particulars of its title certificate
book or official register for the purpose of identifying the vehicle,
b) The vehicle’s road worthiness in performing, in a safe manner, the purposes for which it is
registered,

42
c) The vehicle’s compliance with the standards, set in accordance with the law, relation to
its construction, equipment, size, weight, and fitness for the purpose for which it is
registered, and

d) The vehicle’s compliance with environment pollution protection standards as per the
appropriate law.

The authorized inspector shall, upon being satisfied that a vehicle has fully met the
inspection criteria, immediately issue an inspection certificate with respect to the vehicle,
which shall be valid for a period of 1 year from the date of its issuance.
Before culminating analysis and presentation of this legal and policy provision section, the
‘Transport policy framework of Addis Ababa’ City Administration had this to say:

“The legal framework set for Addis Ababa transport systems is inadequate. It is only
when proclamations, regulations, and directives are set appropriately and applied effectively
that policies and programs are possible to be implemented. Moreover, institutions
established to implement the existing legal provisions are not able to function due to the
nature of their fragmentation resulting in difficulties to improve, harmonize, develop and
adopt effective transport development, management, and services.” (Transport policy
framework of Addis Ababa: 2011).

Other than the above stated policy and legislation, the most important
directive/guideline relevant for this study is: the "Annual Vehicle security Technical
Inspection Ensuring Assurance Implementation and support guideline ፡ Guideline No.1/
2012."This guideline extensively dictates what the specific feature of an Annual Vehicle
Technical Inspection implementation should be. It is stipulated that it will be applicable in
Addis Ababa and Dire Dawa City Administrations. In that, both the scope and its most
important contents of it are the principal Research target of this study paper.

The Vehicle inspection center organizations standardization and specification is well

stated in this guideline, including its organization. Such appearance at least required for a
typical inspection center, as demonstrated in the guideline, is shown below:

43
Figure 1: Minimum look and exterior manifestations of a vehicle inspection center

Source: Annual Vehicle security Technical Inspection Ensuring Assurance Implementation and support
guideline ፡ Guideline No.1/ 2012, Page 6

This guideline, more importantly, expansively states the type of inspection to be

conducted. Basically, there are 4 types of inspections, as stipulated in the guideline. These
are: visual inspection, machine inspection, Exhaust gas analyzer inspection, and Head light
Tester inspection. Each of the four inspections types, are highlighted briefly, here below:

Inspection one: visual inspection mainly focuses on external inspection. Here: plate
number, Chanssi number, engine number will be inspected. To give this service the
inspection center should have magnification lens. Accordingly the following will be
inspected and checked, in contrast to the owners ID. In that, it will be checked:

i. Whether the Chanssi number and Engine numbers License Plate is identical with the
writings on the owners ID
ii. The Visual inspection of the Vehicle body
iii. To inspect the functionality of Safety items, and ,
iv. Inspecting whether Safety belt, Seat, Engine, Steering and so on.

44
 Inspection two: machine inspection: is inspection conducted Using Chanssi
Dynamo Meter, and it includes:

(a) Steering and wheel alignment test,

(b) Break inspection, and
(c) suspension test

Inspection three -Exhaust gas analyzer inspection- includes these three:

a) Carbon Monoxide –CO level

b) Hydrocarbon-HC amount / level
c) Smoke amount / level of engine

Inspection four -Head light tester. Here, using the inspection tool the head light
would be tested, whether:

i. Inspecting the directions of the head light and tell to the owner in case of any
deviations
ii. Inspecting the intensity of the head light and tell to the owner in case of any
deviations

Regarding human resources requirement for a typical vehicle Inspection centers – the
directives dictates the followings as a minimum no. of staffs required to be found in a lane,
i.e., manpower requirement for one inspection Machine.

45
Table 1: minimum no. of staffs required to be found in a lane (for one inspection Machine)

S.N. p o s i t i o n Educational vocational Qualification Additional Skills No. required

1 Vehicle inspection Team Leader Diploma and Above i n Driving Licensee, 1

Automotive or Mechanical Engineering Certificate of Approval obtained from Road and Transport Authority, &
B a s i c C o m p u t e r S ki l l

2 Vehicle Inspection/ Technician Technical Diploma or - C e r t i f i c a t e f r o m At least 1 for a center,

T V E T Transport Authority in
Technicians training and will be added as needed
-Driving license
- Basic Computer training

3 Receptionist Diploma in Automotive B a s i c C o m p u t e r S ki l l At least 1 for a center

4 System administrator Vocational Education- Diploma and above At least 1 for a center

Source: Annual Vehicle security Technical Inspection Ensuring Assurance Implementation and
support guideline and compiled by the researcher- Guideline No.1/ 2012.

It was also stipulated in the same directive, the time for providing service to
customers,

i. Provides annual inspection from September 1 to June 30 / However as of this current

year for inspection has been extended to August 30/, and
ii. Annually the vehicle is expected to inspect the car in the same month the car is
inspected in previous year.

In relation to the service fee or payment of service, it is annexed at the end of the
study paper. In specifying possible actions to be taken up on the inspection company, for
any failures or deviations from what is declared, on the guideline. In case when the

46
inspection company does not fulfill its obligation as per the requirement, the respective
authority may cancel licenses granted for conducting inspection handling, on the following
grounds:

1. If not provided service without the fulfillment of specified requirements,

2. If the inspection Company performs its inspection below the given standard criteria
and when this is found by the inspectors from the authority,
3. If the inspecting firm does not perform its inspection as specified in the Article 1.7 of
the guideline,
4. If the inspecting firm passes its delegation certificate to a third party, and
5. When found operating below criteria after receiving the delegation

Finally, before summing up this sub-section , an attempt is done to examine and

assess the different aspects of these national policies, institutions, and related issues that
deals with the road safety situation in general; which have bearings and implications’ on the
Assessment of annual vehicle inspections program in Addis Ababa-Ethiopia .

As demonstrated by (UN-ECA, 2009): ‘the transport legislations and regulations used

in Ethiopia are generally old for the current situations.’ Likewise, a study on road transport
regulations identified problems that related to the road transport legislations 2 , remarked
that, these were the most important factors relating to road traffic safety:

i. Misinterpretation and misunderstandings of definitions of powers and duties of

federal and regional transport organs; and
ii. Amendments, deletions and replacements of old legislations and regulations without
systematic compilations ,

The assessment found out that, Ethiopia promotes road safety as a national issue with a
road safety lead agency accountable to the Ministry of Transport. However, there is no self-
standing road safety policy. Legal instruments to enhance road safety have been revised and
some are yet to be updated.

2
SPT in association with CA (2002). Study on Road Transport Regulations: Final Report, Addis Ababa, Ethiopia.

47
 There had been a road safety national strategic plan in which the country targets to
reduce fatalities by 50% in the decade. However, the plan has not been translated into
achievable targets. Among others, since the required sufficient allocations for each
stakeholder with required for the implementation to attain the national target had not been
there (UN-ECA, 2009).

What was found to be irony here is: although the FDRE’s Road Fund had a
provision to finance road safety from its collections. The available fund was not utilized
effectively due to lack of capacity (ADB, 2013).

It is suggested here that, relevant country policies should clearly indicate: the
commitment of the country’s to give high priority to support the introduction of appropriate
safety design standards and strict adherence to such standards in designing, and follow ups
of vehicle inspection operation and developments of pertinent infrastructures. It should also
emphasize on improved safety education, vichele inspection technicians training and
development of institutions.

The Policy encourages well organized vehicle safety inspections, strict compliance
with and adherence to safety regulations by well trained and motivated staffs both in the
regulatory and supply sides. In showing policy & legislations provisions and the
coordination in Ethiopia, table 2, summarized next page:

48
Table 2: Relevant Policy, legislation coverage’s and coordination’s among lead Institutions in
Ethiopia

S/N Item Response

1 Road safety policy No.

2&3 Legal instrument covering RS No.

4&5 Road safety lead agency & name Yes, NRSC

6 Representatives in the lead agency MoT, Police, MoH, MoE, PT

7 Lead agency accountability MoT

8 Legal power of lead agency over safety Partially

standards/regulations

9 Legal power of lead agency to enforce safety Not at all

standards/regulations

10 Law defining the relationship of road safety actors No

11 Road safety legislation up-to-date Partially, some legislation is pending

12 Road safety legislation enforcement Moderately

13 Main problems of enforcement Commitment, human & financial resources, equipment &
facilities, incentives & corruption

Source: (ADB, 2013).

However, it has been a plain fact that lead agencies in many developing countries
lack legal power, institutional and human capacity and dedicated financial resource, to
which Ethiopia is not an exceptions. As ascertained both by the secondary & primary data,
the efforts being made in Ethiopia most significantly lack commitment and capacity.
Equally, the activities are performed in haphazard and piecemeal fashion with absolute lack
of coordination.

49
 4.2. Findings of primary data in relation to relevant Policies and legislations:

4.2.1. Demographic Profile of Informants / Respondents

The following table shows demographic profile of respondents who took part in the
study.

Table 3: Demographic profile ofInformants / respondents

Sex / Numbers Age in Years/ Position / Numbers Educational Qualification/ Number of years -Specific R e m a r k
N o . Experience
Numbers
Male = 17 20-30=1 Technicians Head =5
Auto Diploma= 9
31-40= 7 Technician =6 <2 years =0
Female=0 Degree =8
41-50=4 Manger=2 2-5 Years=4
The respondents were drawn from
51-60=5 Machine Technician=1 5-10 Years =6 Addis Ketema , Lidet a
>61 =1 > 1 0 ye a r s = 7 Guelele, Yeka, and
Akaki-Kaliti are the sub cities, where from each of them 2 inspections centers were randomly selected

Expert=3 The 3 experts were drawn from Federal

Transport & Addis Ababa
City Admn. Authority

Total =17
Source: data collected and compiled by the researcher

In discussing demographic characteristics of the respondents: such as sex and age,all

of the 17 respondents were male. Age wise; 20-30 years of age and respondent with more
than 61 years of age comprised nearly 6% each. The age range between 31-40 years of age
made a significant portion of the respondents. In that 7 of the 17 respondents (41%) were
found in this age range, and age group 51-60 made 29.4%, while age group between 41-50
years of age comprised 23.5%.

3
The total number of respondents from Inspection centers were 14 plus the 3 experts is summed up to be
17.
50
 In seeing the position of each respondents of the study; there were 6 Technicians,
comprised more than 35% of the total , while 5 of them were Team leaders/ Technicians
Heads, which is 29.4% . 3 Experts , comprised 17.6%, while there were 2 mangers (who
also serves as Technicians Head ) , 11.7%, and a Machine Technician made 6% of the
respondents .

In discussing the educational qualification of the respondents; 9 of them, which

comprised 53%, of the total had Diploma, mainly in Automotive. The remaining 8 of them:
(47%) had Degrees. In responding to the respondents relevant work experience in this
particular sector : 7 ( 41%) of them had over 10 years of relevant experience in the sector ,
while those who served from 5-10 years were 6, which is 35% , while all the remaining 4s
, which made 23.5% had at least from 2-5 years of experience. This clearly shows, of
course, coupled with their educational qualification, significant portion of the respondents
and by implication the Technical Vehicle inspection center has had no either problem of
educational and relevant experiences either as such. Rather, the problems raised with some
the respondents indicated that staff retention and assigning non- relevant staffs in some
position – such as in the receptionist post were there. Thus, in terms of the required staffs,
more specifically, technical inspection staffs there have been a sound arrangement.

4.2.2. Part A-Policy, Legislative & guideline/ directive provision related

4.2.2.1. Completeness of laws and problems of enforcement

Table 4: Respondent responses regarding completeness of laws, and problems in the enforcement
of vehicle inspection in Ethiopia

Q u e s t i o n Those responded yes Those responded No Total %

N u mb e r % Number %
6 3 5 . 3 % 1 1 6 4 . 7 % 1 0 0 %
Completeness of laws of Vehicle inspection
Problems in the enforcement of laws on Vehicle inspection 1 4 8 2 . 3 5 % 3 17.64% 1 0 0 %
Source: Compiled from the data collected by the researcher

51
 As indicated in the above table, while responding whether the existing working laws
of Ethiopia regarding Vehicle inspection Process are complete enough to translate the
country’s intention to promote road safety and reduce traffic accident or not: 35.3% of them
said Yes. In contrast to this, 64.7% of them, meaning nearly two third of the total
respondents responded the other way. In that, the existing laws of Ethiopia that have to do
with the Vehicle inspection Process have not been complete enough for promotion of road
safety and consequently reducing traffic accident.

In responding, whether there could be problems in the enforcement of such laws, 14

(82.35 %) of them replied -Yes. There were problems of enforcement of relevant laws. From
this figure, one could comprehend that; a great deal of the respondents had the impressions
that, the enforcement of laws have been problematic. Here, only 17.64% answered, there
were no problems of enforcement. When seen in light of those nodded yes, to the
completeness of mere provisions of laws (35.3%), this figure was less than by half from it.

Beyond simply answering yes or no, respondents were in-further inquired to rate it in
scales; the problems of enforcement in laws. The ratings offered for problems of
enforcement of laws, showed that; 64.3% of the respondents rated the problems to be high.
Whereas, 21.5% even pronounced the problems of enforcement to be very high,
while,7.1% of them rated the problems to be somehow ‘Moderate’, and the other 7.1%
gauged it as ‘low ’.Beyond simply answering yes or no, respondents were asked to rate; the
overall completeness of the implementation and detail working procedures of legislations.
Those, who responded; there were problems of enforcement in laws, also in-further inquired
to rate it in scales. While answering to the former question rating it in scales; significant
portions of the respondents, i.e., 82.35% reacted that; the overall completeness of the
implementation and detail working procedures of legislations framework of Annual
Technical inspection of Vehicle in Ethiopia; had been low. Whereas, barely 12%, rated it:
‘satisfactory ’, even 6% of them went to rate it: ‘very low’

52
 Among others, these could pinpoint that, the problems of enforcement of legislations
had been much pronounced as key problems in the sub-sector than the absence of such
provisions. May be this could pinpoint for bolstering existing legislations instead of
soliciting new ones, iff any.

After responding, either ways ; whether the country’s Annual Technical Vehicle
inspection and related legislations are enough to put right in reducing the traffic accident or
not , the respondents’ were in further requested to elucidate on their responses.

To start from informants replied positively, that the existing laws of Ethiopia
regarding Technical Vehicle inspection and its processes are complete enough. An
informant: head of Technician, from Akaki- Kaliti sub-city, asserted: ‘our laws are adapted
from international experience, and likewise our directives as well. Therefore they are
enough to do so. At least it also tries to redress some basic issues, such as: brake and
physical body parts as well.’

Nevertheless, in contrast to his above views, the same informant also shared by
others as well, raised the practice of re-sale of fully damaged vehicles and / or those with
hundred percent covered via insurance schemes by Insurance company were stated to be
puzzling. Even it is being done in the form of an open and regular Auction/ Bidding
process.Likewise, a Technician Head from Guelele Sub-city also said: yes, the laws are
enough and vital to redress, since relevant specification that should be addressed by the
inspection covered via the legislations and the directives, but it lacks effective
implementation.

As mentioned above, nearly two third of the informants reflected that; the existing
laws of Ethiopia related to the Vehicle inspection Process have not been complete enough
for promotion of road safety and consequently reducing traffic accident. In relation to this
views, to cite few: a technicians head (and also a manger) informant from Addis Ketema sub
city–Mohammed Hussein Technical Vehicle inspection center remarked that:"when the
legislations were adopted in the first place, it had not included basic relevant things and
equally did not seem professionally done…." In further clarifying his argument, he went on

53
expounding, ‘there have been some exaggerated things, while not including most relevant
issues. Such as: passing or failure based on reflector rather than on the conditions of the
engine.’

A machine technician, from Neha Technical Vehicle inspection center in Akaki-

Kaliti- sub-city: reiterated the above statement, by saying this: ‘generally, the law lacks
specificity and do not have relevance, since, there is no passing and failure result for smoke,
gas analysis, light, and suspension.’

Again, a technician from Eshe No. 2 Technical Vehicle inspection center, in Bole-
Sub City contended: ‘imported vehicles in to the country should be restricted, based on the
manufactured date.’ Equally, what was stressing for him was there is no service life of
Vehicles in the country.’

A technician team leader informant, from Bole Sub-City, remarked: ‘the existing
laws have not been considerate of environmental pollution issues, among others. Besides,
the government itself violets this at least via selling of very old and fully damaged Vehicles
through openly announced auctions …’

The above remarks, i.e., the inability for redressing by the relatable laws, were
something equally to be shared by the Vehicle Modification, Inspection and Specification,
and Supervision Expert from the Federal Transport Authority. The expert, who had 15 years
relevant work experiences in this specific sector (coupled with a Degree in Automotive).
Plainly, he affirmed this:

“In the first place, the law does not have regular standardizations…initiated and endorsed
having certain gaps and draw backs ….The Federal Transport Authority and related agencies
do not have the actual ability for conducting follow ups and supervision as needed, other
than simply initiating laws and directives. Without having the capability to make the
required supervision and monitoring, the outsourcing of the task it selves could be in
questions. ”

54
 Besides, the above quoted substantiation, offered from one of the Republic’s relevant
higher regulatory authority , those who held views ; ‘there were noteworthy of problems in
the enforcement of laws- regarding the Vehicle inspection in Ethiopia were also inquired to
specify their reasons, accordingly.

A Technical Supervisor, worked in Neha Technical Vehicle inspection Center in

Akaki –Kaliti sub city, had almost a life time (37 years) experience in the sector: ‘if the
pertinent law of the land could redress road safety and if it could reduce traffic accident, we
were not see such dissimilarities and non–uniformity in working procedures of every
Technical Vehicle inspection center in the city.

As to the Key Informants Interviewees reflections on the relevant policies and

legislations, almost all of them did not make any reflections as such. However, one of the
KIIs: an expert from the Federal Transport Authority remarked that "the need for a holistic
and comprehensive policy regarding the transport and road safety should be in place."The
overall country’s road safety system and the city’s transport policy and those specific
proclamations and directives were identified by the KIIs. All of the KIIs, unanimously, were
found to be very conscious of the vital significance; the technical inspection of Vehicle has
to serve, and the role to be played/fulfilled by each.

Lastly, before concluding this topic of completeness of provisions of laws ; the Study
on Road Transport Regulations revealed 4 that Ethiopia has never signed the various UN
Road Traffic International Treaties, started with 1949 Geneva Convention and revised by the
1968 Vienna Convention. In that comparison study made in this study between the
Conventions on Road Traffic signed in Geneva 1968 and the Ethiopian Road Code marks
important differences. Moreover, (WHO, 2015), had also revealed that UN World forum on
harmonization of vehicles standards had not been in place in Ethiopia.

4
SPT in association with CA (2002). Study on Road Transport Regulations: Final Report, Addis Ababa, Ethiopia.

55
 4.2.3. Part B –Challenges of Technical vehicle inspection - Implementation &
Practices

In reference to the major challenges in transport infrastructure and services, ‘Transport

policy framework of Addis Ababa’ City Administration identified the followings, as critical
Issues in the Transport sector:

A. Issues of the land-use system -Poor coordination between the city’s urban
development and road transport plans.
B. Infrastructure issues - Shortages of road network with respect to the size of the city,
Lack of sufficient access roads, Lack of off street parking facilities and over utilization of
road space by parked vehicles, Poorly designed road junctions, Lack of pedestrian
walkways/facilities and miss-use of the existing facilities, sub-standard terminals for
passenger and freight transport and inconvenient bus and taxi bays, Lack of segregated bike-
ways.
C. Financial issues-Financial constraints, Failure to devise and implement enhanced
revenue generation schemes,
D. The issue of public transportation services-In-sufficient public transport service
provision and limited coverage to main roads only, Lack of standard public transport service
provisions and rising transport fairs, Absence of stakeholder coordination in the sector
E. Issues of traffic rules enforcement-Traffic congestion rendering to inefficient traffic
flow resulting in high transport costs and travel time, Lack of skilled manpower and capacity
limitation for enforcement in traffic management, Low level of awareness and publicity in
traffic system for road users, Absence of emergency and incident management, Problem of
parking service provisions, Unregulated movement of commercial freight delivery vehicles
(no restrictions in time and land use accessibilities)
F. The issue of Environmental protection- Absence of legal limits and effective control
over air and noise pollution.

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 4.2.3.1. Challenges of Implementation & practices from the primary data

In this sub section, challenges facing in the actual implementation and processes of
technical vehicle inspection and related, as generated from the primary data are presented
and discussed.

Challenges in enforcement of relevant guidelines and overall implementations

Table 5: challenges in enforcing directives /guidelines and overall implementation

Q u e s t i o n i t e m s R e s p o n d e d y e s R e s p o n d e d N o T o t a l
Are there problems in enforcin g Number % Number % %
directives & in the overall
1 6 9 4 . 1 2 % 1 5 . 8 8 % 1 0 0 %
implementation process?

Source: Compiled from the data collected by the researcher

In responding whether there have been problems in enforcing directives & in the
overall implementation process, the respondents tremendously (94.12%) reacted there were
problems in enforcing directives and in the overall implementation process .it was only a
respondent,5.88% held, a view that there were not problems in enforcing directives and in
the overall implementation process.

A Technician Head, from Bole Sub-City, even went to describe the situations, as follows:

“If we give fail –not pass; which actually deserved to the vehicle based on the findings of all
relevant inspections to some car owners; who could not meet the criteria, sometimes, the
possibility of even facing harassment could also be there. If also given failure also, the room
is open to go to other center and granting passing. Besides, even if notified for the respective
authorities, corrective measures will not be taken, as the report is not seen and no feedback
system exists…"

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 Challenges from supply and demand sides: Asked in further to identify major existing
challenges basically the supply and demand sides, (also including the regulatory side) the
informants identified several challenges. These challenges varied from: lack of capacity on
the part of the executives to conduct facilitative supervision ;prevalence of un ethical and
mal practices in the all sides (supply, demand and regulatory sides) , the possibility of
getting passing after failing somewhere else, prevalence of old cars, prevalence of forgery
documents, requirements that do not feet well to the country’s context. Such as: the space
allotment for the inspection center and other requirements the level of consciousness among
the customers, were among these.

The afore mentioned prevalence of un ethical and mal practices, had been
substantiated by the Federal Democratic Ethiopia’s Ministry of Transport. According to the
‘Ethiopian Herald ‘ news paper, published on the 24th January 2016 G.C; the Ministry of
Transport said private vehicle inspection centers may face strict legal measures and
punishment unless they abide by rules and regulations. At a panel discussion held by then,
State the Ministry office stated that mal-practices and mal-administration have become a
household practice in the centers though they are equipped with qualified human power and
facility to carry out vehicle inspection activity. This reveals that there exists some gap in the
vehicle inspection practice in the country.

While reflecting on challenges: a technician head, from Akaki-Kaliti sub city, who
had worked for more than 15 years in the sector, wholly highlighted:"Our challenges are
several : Starting from granting less accreditation to the certificate being offered from our
centers with the respective Transport authorities . Not few times, they simply were
returning it without even stating reasons for their doings.”

As to this informant, it was troubling that ‘they had been found forgery producing of
Technical Vichele Inspection Reports to be released in the name of several Inspection
centers, in which they notified to the respective authority in their case.’ This interviewee
managed to show a copy a forged certificate issued using their Company’s Name to the
researcher.

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 As to the observation of this researcher, the fact that no-cross checking between the
centers and the respective authorites . Equally speaking, there is no proper documentation of
vehicle inspection certificates at the Authorities there by. The fact that, the respective
authorities at the various levels are not digital networked blocks online checking of
certificates. If each of the sub-cities and city’s level respective departments/authorities had
been digitally networked, online checking would have been done with the orginalone
submitted (and scanned) documents of the centers then.

A technician head from Addis - Ketema sub-city, reiterated that: ‘certificates were
not availed on time, giving License is also arbitrary, and there was also non willingness not
renew license on time.’ He also added that ‘there has been much documentation which not
equals the service fee.’

A Technician Supervisor: from Lideta sub city also responded, there have been
certain problems. As to him many of the challenges have been related to lack of proper
applications/ implementations of directives and laws. A Technician Head, from Guelele
Sub-city also agreed with this remark. Lack of effective enforcement of directives and
guidelines, problems of impartiality, more specifically those relating to the licensing process
have been rampant as to him. He even ent went to rate: the vehicle inspection work was
being done with low quality for the sake of not losing/retaining market’.

Beyond specifying, informants were also asked to rate the supply and demand sides
– challenges / problems.

Table 6: ratings of supply and demand sides’ challenges

Rating Questions Very low Low moderate H i g h Very High Total %

Rating of the challenges / No. % No. % No. % No. % No. %
- - 1 6 % 5 2 9 % 11 6 5 % - - 100%
problems from the supply side?
Rating of the problems/ - - - - - - 1 2 70.6% 5 29.4% 100%
Ch al le n ge s f ro m th e d e ma n d si de ?
Source: compiled from the data collected by the researcher

59
 Ratings of the challenges, both in the supply and demand sides have purposes to
serve, in indicating the severities’ of challenges in each of them. Hence, it is discussed here
briefly. To begin with the supply sides ratings, nearly 2/3rd of the respondent (65%) rated
supply sides problems as ‘High’. The remaining significant proportion also (29%) rated it to
be moderate, while only 6% gauged the problems at low ratings.

The demand sides’ ratings even showed a more overstated ratings. In that 12
(70.6%), which have been a lion share of the respondents rated the challenges to be ‘High’.
whereas the remaining (29.4%), stunningly, went on rating it as ‘Very High.’

Both ratings, more specifically, the demand side ratings could pinpoint how the
challenges were much pronounced with the demand side. May be, it could give a glimpses
of the challenges existed mutuality there.

Unintended benefit or existing opportunity by conducting a technical vehicle inspection- In

responding to the question whether, conducting an annual technical vehicle inspection
would bring un-intended benefits; the respondents had stated the followings:

1. It facilitates third party insurance coverage,

2. Supports and facilitates the payment of road fund ,
3. It enables to prevent illegal and outlawed practices- such as : unauthorized shifting of
engine and etc
4. It also creates opportunity to correct pitfalls, such as: mismatch of Engine No.,&
mismatch between the documents and what is actually found on the cars body.
5. It also helps to trace/ truck the where about of the vehicles’ documents. ,
6. It helps to reduce stealing , and unlawful changing of body change and
7. Creates some employment opportunity etc

However, other than these unintended benefits: more directly: It helps to reduce the
vehicles problems proactively , enables the opportunity for exchanging & flow of relevant
information and technical advice between the technicians and the owners / drivers, facilitates
the room to correct vehicle technical requirements, and the overall competency of the

60
vehicle at least once in a year . Above all, it improves appropriate usage of vehicle and
alerts on safety standards.

The disparity gaps observed in the laws and in the actual implementation and
existing directives and the actual practices were also inquired.

Table 7: disparities between provisions (laws & directives) vs. actual implementations practices

Rating Questions Ver y lo w Low Satisfactory / moderate H i g h Very High Total %

Ratings of the disparity between No. % No. % No. % No. % No. %
- - 1 5 . 9 % 4 23.5% 1 1 64.7% 1 5.9% 100%
Legislations & Enforcement
Ratings of observable Disparity b/n - - 3 17.6% 4 23.5% 1 0 58.9% - - 100%

Directives & Actual

Practices & implementn.

Source: compiled from the data collected by the researcher

As seen in the table 7, the disparities seen in between the existing laws and
actual implementations/practices, rated to be ‘High’ by 64.7% of the informants. This means
significant portion of the respondents had the impressions that; the disparities seen in
legislations provisions actual implementation has been quite significant, nearly a quarter of
the respondents (23.5%)reacted that , there had been moderate disparity between the two ,
while only 5.9% of them rated it to be low.

In discussing the disparity observed between the directives and actual

implementations/practices, 58.9% of them rated it as ‘High’. While23.5% and 17.6 % of
rated it ’Moderate’ and ‘Low’ respectively. These figures of disparities could be
substantiated by the findings from the observation by the researcher as well. For instance, as
the "Annual Vehicle security Technical Inspection Ensuring Assurance Implementation and
support guideline, stated: there are 4 types of inspections. These are: visual inspection,
machine inspection, Exhaust gas analyzer inspection, and Head light Tester inspection.

However, the observations and visits made to each of 14 centers in the 7 sub-cites
revealed it, predominately, the last types of inspections Exhaust gas analyzer inspection,

61
and Head light Tester inspections were not performed as required. Even if the machines
were there displayed.

Despite the fact that, Regulation No.25/2007, i.e. Addis Ababa City Government’s
Environmental Pollution control regulation includes air quality standard, and the Ethiopian
government is a signatory to the United Nation Frame Work Convention for Climate
Change (NFCCC) . To this effect Ethiopia is working to contribute to the effort in reduction
of global Green House Gas emission by promoting climate resilience green Economy
strategy.(CRGE)

The vehicle road worthy test is being conducted with modern machine which even
measure the level of emission of exhaust pipes against the standard set by the Authority; the
last two types of inspections : Exhaust gas analyzer , and Head light Tester inspections were
not performed as required .

Again in further discussing other disparities, between the above specified guideline,
and what went actually on the ground, let us see this. Even the guide limé stipulated that
,Wide Area Network-WAN is (will be) developed and networked, in between the respective
Transport Authorites and the Technical víchele inspección Centers facilite intending easier
access of comunicación. And Exchange of information. However , until this study period, no
networks weré developed and do not seem to be materializad in the near futre as well.

There were also suggestions, by the expert from the Federal Transport Authority,
that in some of the cases ‘the vehicles did not show up even before the inspection centers
and issued certificates without appearing there’, which he suggested to be corrected and the
center should make their inspection process Transparent and open as much as possible

In Areas requiring new laws or directives or reforming already existing ones in

relation to Annual technical Vehicle inspection – recommendations ranging from
technically: such as: passing or failure should be made mandatory for not done yet.
Regulatory- removing of too old cars with many years of ages and restrictions for importing
of vehicles such as not more than 15 years should be thought.

62
 The transport sector in Ethiopia is predominated by used vehicles of different types and
age. The majority of imported vehicles in Ethiopia are of 15 years or older. Among others,
the age of the vehicles determine the technical competences and road worthiness of the
vehicles. This also has its own implications on the rationale for periodic inspection to ensure
that vehicles are within the set standards specified as per the requirements.

Although Ethiopia has import standards; it has no age limits as such. Thus, the
Standards for vehicle import, date manufactured need revision to cope with the current
requirements. The enforcement of such standards should also be stricter.

Again, regulatory wise, the standardization should be revised. As a Technician from

Eshe - No.2. Vehicle inspection center in Bole sub city, remarked: ‘…the government
outsourced the entire basic task without the sticker. Thus, should hand over the sticker also
to the Technical Vehicle Inspection centers.’ This view was supported by a Technician
Supervisor, from Lideta Sub-City, had also this to add:

"The Vehicle Inspection Sticker to be posted on the inspected car is better if given from
the center it selves. However, without any documentation and filing system, each sub cities
Transport Department simply issue and give the sticker to users, which let the room for
forgery and invalid submission of Vehicle Inspection Reports."

Not quite a few of the informants, suggested that it would be better, if regular
inspectionwere to be conducted at least twice a year , especially for public and commerercial
vechiles .

Last but not least, the service fee to be paid should be revised. Almost all of the
respondents urged for so. In that, more or less, all of them consented that; the service fee had
been too low. What was irony: ‘the cost of the certificate with the government had increased
from Birr 35 to Birr 126, while the service cost for vehicle inspection remained where it
was. Equally, what is stressing more is the specification needed from time to time increases
with the same cost. To mention some: Video recording, inserting photo with the printing out
was among the few added requirements.

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 In clarifying gaps, one of the KII even went to questioning the very purpose of the
technical inspection itself to be nominal. For him, the standards of the cars to be imported
mainly from the middle east-Dubai market have to be questioned. While knowing for
importing used but ceased to render service under the standards of each country there, how
dare the respective government body-The transport Authority at the various level gives new
plate number, which is actually given to a new car? This is bizarre and self-conflicting one,
he asserted. Thus, for him without setting an overall re-standardization of vehicle importing
within the country and Domestic cars likewise, the technical inspection it has been futile.

There were more less the institutional arrangement existed there accordingly, the
level of commitment and technical expertise’s, enshrined there were stated to be not sound
as such. The majority of the KIIs also complained there had not been any facilitative
supervision efforts from the respective government agencies side, and few of them went to
label them as ‘Fault finder’. The informant from Akaki - Kaliti sub-City, who was a
Technician Head, who was 45 years of age and have had experience pertaining to vehicle
inspection for more than 15 years of expeirience rated the supervision and support from the
authorities and its agencies had been weak, and even questioned the competency and skills
of their personnel’s with the inspecting machine was not satisfactory forhim.

For the KIIs from Lideta and Kirkos Sub-cities , 37 and has 12 years of relevant
sector and 48 and have had over 15 years of relevant service respectively , however, what
was lacking: the lack of commitment in strong, smooth and regular implementation
practices. For the technicians and the manger/owner from Gulele sub city , who was 48 has
had 8 years of relevant experience in relation to vehicle inspection responded: corruption,
and rent-seeking practices as major hurdle a head, while advocating and arguing in favor for
more and better implementations of legislations and Directives/guide line provisions.

These findings from the primary data relating to the transport Authorities, i.e., the
key instruments in executing government policies and strategies, had been substantiated by
the secondary data as well. it was disclosed that , transport institutions in Addis Ababa
have severe capacity limitations in carrying out their responsibilities to lead the sector.
Though transport service requires coordination among different institutions, evidence

64
suggests that collaboration among these institutions seems to be minimal and ill-
coordinated.

One of the basic problems in this respect is that, the institutions are organized under
fragmented set-up. The existence of resource and capacity limitations in terms of
knowledge in transport hence failure to accomplish their responsibilities are also the
main challenge to lead the city’s transport sector.

There is a big difference in terms of organizational set-up among the concerned

the transport institutions – the Addis Ababa City Transport branch office is accountable
to the Federal Transport Authority, while the institution responsible for infrastructure
development –Addis Ababa City Roads Authority- falls under the jurisdiction of the City
Administration. On the other hand , Traffic control and investigation activities fall under
the city’s Police Commission.

There is sufficient evidence that other relevant public institutions that have stakes in
the city’s transportation system are also organized and managed under different
institutional organizations. Compounded by lack of skilled manpower and budgetary
constraints, many of these institutions have exhibited fragmentation activities and
fragmented institutional set-up which have rendered failures to coordinate the
transportation system of the city.

4.2.4. Part C-Possible remarks and suggestions

There were some remarks and suggestions made, of which some are stated
here, below:

i. Skilled staffs: such as Automotive and related professionals should be organized to

work in the sector,
ii. Report feed-back systems should be strengthened, and
iii. Certificate giving & delegation of License for inspection centers should be as per the
machine’s capacity,
iv. Executive bodies should give capacity building trainings ,
v. Besides, if governments facilitate availability of spaces for such centers with
reasonable cost in each sub cities.

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 CHAPTER FIVE- CONCLUSION AND RECOMMENDATION

5.1. CONCLUSION

While road traffic fatality rates are decreasing in some high- income countries,
contrastingly, the rapid increase in road traffic crashes have driven an overall global increase
in deaths and injuries, in low- and middle-income countries. Indeed, current trends suggest
that road traffic injuries will become the fifth leading cause of death by 2030, with the
disparity between high- and low-income countries, further accentuated.

In Ethiopia, vehicles are the chief means of transportation, averagely the country import
7% of vehicles per annum. Apparently, Ethiopia has one of the least vehicle ownership
compared with other underdeveloped countries. In Ethiopian context, the figure in relation
to a traffic accident is alarmingly increasing from time to time.

A traffic accident can thus be regarded as one of the major causes for the increasing
number of the death rate in Ethiopia, with catastrophic economic and social consequences.
This situation makes the country to be one of the worst countries relating to road traffic
accident problems and having higher rate of Road Traffic Accident in Africa. The highest
the proportion of registered deaths per 10,000 vehicles, has made Ethiopia the most
dangerous country to drive.

The standard of a vehicle’s safety features is a critical part of the road safety system. The
urgency for the placement of an effective and independent technical vehicles inspection and
testing systems on regular basis has paramount significances. The very purposes of periodic
vehicle inspections programs are primarily road safety related, i.e., to reduce the number of
vehicle crashes through the reduction of the number of defective vehicles.

Recognizing this vital importance, the FDRE’s “Vehicles Identification, Inspection

and Registration Proclamation No. 681/2010” explicitly proclaimed: "…it has become
necessary to set the internationally acceptable standard to implement uniform vehicles
registration and annual inspection procedure at the national level….”, which dictated a
mandatory annual vehicle technical inspection nationwide, in Ethiopia.

66
 Thus, imported vehicles and vehicles which undergo body changes have to also pass
through mandatory technical inspections before they are licensed to operate on the road.
Vehicles have to take an annual vehicle inspection each year.

Hence, this study: “An Assessment of Annual Vehicle Inspection Practices and
challenges in Addis Ababa.” Intended: to conduct an assessment of overall technical vehicle
inspection process and identify the existing gaps and challenges in actual implementations,
as its general objective. Since , assumptions which underpin vehicle inspection are complex
and are rarely recognized and subjected to careful scrutiny’s , as elsewhere, the actual
practice, effectiveness, efficiency and dependability of a vehicle inspection program has
been a challenging and a controversial topic. Under the auspicious of the above general
objective, the study tried to: identify legislations, policy and Procedure skeleton of the
country regarding Annual technical vehicle inspections; and seek out the existing
gaps/challenge faced in the actual implementation of the Annual technical vehicle inspection
processes.

The assessment study found out that, up to now, there have not been a single and a
comprehensive transport and / or Road Safety policy at the country level. Two years ago, the
FDRE’s Transport minister had made announcements.5 In that: ‘the national transport and
aviation policy will be endorsed by the Council of Ministers and it will be implemented in
the subsequent year. ’ Meaning, it was scheduled to be implemented in the year 2017.
However, it was not come in to effect until this year.

In stead of the all inclusive national transport policy, there had been certain polices
that may bear both direct and indirect impacts. Of which, the ‘Transport policy framework
of Addis Ababa’, was a part of it.

Relating to legislations, basically, Proclamation no. 4681/2005 and proclamation no.

681/2010 - had been keys. The latter: Proclamation no. 681/2010 had been the main
proclamation that dealt with the subject of this study more directly. Other than theses, the
assessment study found out that, there had been one most important directive/guideline: the

5
The weekly English: ‘the reporter’ , 13th august 2016 edition
67
"Annual Vehicle security Technical Inspection Ensuring Assurance Implementation and
support guideline ፡ Guideline No.1/ 2012."

Assessments of challenges and problems in the actual implementation or practices

brought up several issues. As findings both from the primary and secondary data, affirmed
that it had several hurdles and challenges.

Among others, these challenges varied from: lack of capacity on the part of the
executives to conduct facilitative supervision; prevalence of un ethical and mal-practices in
the all sides (supply, demand and regulatory sides), the possibility of getting passing after
failing somewhere else, prevalence of old cars, prevalence of forgery documents,
requirements that do not feet well to the country’s context. Such as: the space allotment for
the inspection center and other requirements the level of consciousness among the
customers, were among these.

In seeing the actual implementations of annual Vehicle inspection centers, it had

many challenges: starting from a forged certificate issuing, absence of capacity building
schemes and absence of proper documentation and digitally networking of systems to check
the authenticity of vehicle inspection certificates at the respective Authorities and provision
of low facilitative supervision.

In spite of the requirement in legislations to conduct exhaust gas analyzer & head
light tester inspections, it was found out that; they were not being inspected and not
performed as required. The observations and visits made to each of 14 centers in the 7 sub-
cites predominately showed this, even if the machines were availed there.

Likewise, supervision and monitoring from the executive authorities were found
to be inadequate and even the level of expertise and competences among the regulatory and
Executive number of Agencies personnel’s to handle facilitative supervisions and support
had been insufficient.
In areas requiring new laws or directives or reforming already existing ones in relation to
Annual technical Vehicle inspection–several recommendations ranging from technical to
regulatory and to others were also made.

68
 5.2. Recommendations

❖ An integrated, efficient, cost-effective and sustainable transportation system

responsive to the needs of society, should be developed . Such Policy developments
should include: Develop and enforce safety standards in transportation services
including unauthorized modifications of vehicles, No assembly of vehicles in Ethiopia
which do not conform to the emission standard; No importation of (new or second hand)
vehicles which do not conform to the emission standard; and restrict the importation of
vehicles and engines older than 15- 20 years of its make. Nevertheless, this should be
reached after, inter-alia consultation of relevant stakeholders and due consideration of
factors; such as: the country’s and its citizen’s overall economic, social and other issues
as well. For instance, age restriction for imported vehicles in Senegal has been 5 years
for cars/8 years for trucks; and in Democratic Republic of Congo (DRC) has been 10
years (UN-ECA, 2014).
❖ Develop and promoting the use of science and technology in the sector, promoting the
use of ICT for improved performance. More specifically, enhancing development
communications through the use of ICT, which will be instrumental , among others , at
least serves to curb prevalence of forgery certifications,
❖ However, in the mean time , the existing weak documentation and pertaining report
feed-back systems and communication systems should be improved/ strengthened,
❖ Develop a comprehensive educational programme for vehicle owners/users
regarding Annual Technical inspection Via : formal and informal education channels’ ,
radio, television, posters and pamphlets to raise awareness and inform the benefits of
Annual Technical Vehicle Inspection,
❖ In that , Raising awareness/ Educating the public should precede penalty: Transportation
and knowledge of basic traffic rules and regulation ; such as :using Zebra uses of Traffic
Light, a safe and proper way of going for passengers and etc should be part of the
country’s educational curriculum,
❖ Making Annual Vehicle Inspection twice specifically for Vehicle in the public transport
sub sector ,
❖ Facilitation of Training and capacity building schemes has to be commenced , via the
supervisory agency in together with the centers ,

69
❖ To the soonest possible, cost revision has to be considered: taking in to account the
ever escalating operating cost and personnel cost and related items ;
❖ Handing over the delivery of stickers to the Vehicle Inspection Centers/ stations after
installing of those relevant precautionary measures;
❖ Working in partnerships, integration, and networking should be among relevant
stakeholders,
❖ Facilitations of regular forum (both horizontal and verticals) among likeminded
stakeholders should also be introduced. These could be facilitated in between the
inspection centers themselves and between the centers & the Transport Authority,
Traffic Police and pertinent road safety & related institutions ,
❖ The government should also facilitate availability of spaces with minimum lease price /
with reasonable costs for such centers in each sub cities,
❖ Certificate giving & delegation of License for inspection centers should be as per the
machine’s capacity,
❖ Last but not least, technicians should be organized in professional Association.

70
 References

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Press.
 ANNEX-1

List of Key Informants

S.n Key Informant’s name Position Organization’s/ authorities’ name Remarks
1 Dejen Telila Technician Team Mena Motors- Technical Vehicle Inspection Bole Sub –City
Leader Center –No.1

2 Mola Abate Technical Supervisor Neha - Technical Vehicle Inspection Center Akaki- Kaliti Sub City
3 Henok Getachew Machine Technician Neha - Technical Vehicle Inspection Center Akaki-Kaliti - Sub-City
4 Muhamed telil Manger & Technician Mohammed Hussein -Technical Vehicle Addis Ketema sub city
Team Leader Inspection Center

5 Behayilu Tesema Technician Eshe -Technical Vehicle Inspection Center. - Nifas Silk–Lafto sub
No.3 city
6 Fistum Mesfin Technician Eshe - Technical Vehicle Inspection Center- Bole sub city
No.2
7 Dereje yakob Manger & Technician ED Auto Solution- Technical Vehicle Kirkos sub city
Team Leader Inspection Center

8 Minilik Akililu Technical Supervisor Gigar Trading-Technical Vehicle Inspection Lideta sub city
Center- No.1
9 Delil Husen Technician Gigar Trading , Technical Vehicle Inspection Nifas Silk Lafto sub
Center- No. 2 city

10 Shibabaw Yeshitila Head of technicians Auto-Trust - Technical Vehicle Inspection Akaki – Kaliti sub city
Center
11 Wendesen Technician Mena Motors - Technical Vehicle Inspection Kirkos sub city
Center No.2
12 Henok temesgen Technician Head Zewedu Amsalu - Technical Vehicle Addis Ketema sub city
Inspection Center
13 Yared t/mikael Manger & Technician Auto Safe- Technical Vehicle Inspection Lideta sub city
Team Leader Center

14 Getachew Abebe Technician/ Technical Finot - Technical Vehicle Inspection Center Gulele sub city
Head
15 Eniyew Vehicle Maintenance, Federal Transport Authority Federal
Modification ,
Inspection , Monitoring
and Supervision Expert
16 Efrem Vehicle Modification, Federal Transport Authority Federal
Inspection,
Specification , and
Supervision Expert
17 Tigle Head of Vichele Addis Ababa City Administration-Drivers Addis Ababa city
and Vichele Regulation Authority Administration
Inspection
 ANNEX-2

In-depth Interview Guidelines to be Administered to Selected Key Informants

General guideline

This interview guideline/check list is prepared for the fulfillment of Second Degree(Master of
Science Degree) in Industrial Management, Faculty of Business and Economics, Addis Ababa
Science Technology University (ASTU) .This interview is conducted only for the mere research
purpose and its confidentiality is strictly maintained. Any comments to be made here or opinions
forwarded will not be used otherwise for whatever reasons. Thank you in Advance for
volunteering to take part in the interview.

Background Information of the respondents:

Name of Sub-City ……………………., Inspection center’s Name: ……………………..

, Sex……………….. Age……………….., Position: ………………………..

Educational background the interviewee ………………….

Work Experiences in the specific sector: ………………………………..

Part A-Policy, Legislative & guideline/ directive provision related

1. Do you think that existing working laws of Ethiopia in relation to the Vehicle inspection
Process and centers are complete enough to translate the country’s intention to promote
Road safety and reduce traffic accident? Yes or No?
--------------------------------------
1.1.If yes, how?

…………………………………………………………………………………………………
…………..……………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………

1.3.If yes, Why? -----------------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------
--------------------------------------------------------------------------------------------------------
1.4.If No, How?

…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………

1.5.If No, Why?------------------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------------------------
2. Do you think that there exist problems in relation to enforcement of the existing laws on
Vehicle inspection and implementing centers? Yes or No?
3.1.If yes specify, please specify your reason .

---------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------

Part B - Problems /challenges of Technical vehicle inspection -Implementation &

related

1. Are there any problems in relation to enforcing directives/ Guidelines on Technical Vehicle
inspection and overall implementation in the centers? Yes or No?

1.1. If yes, problems/challenges from the supply Side:

…………………………………………………………………………………………………
…………………………………………………………………………………………………

1.2.Again if yes, problems/challenges from the demand side?

…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
2. How about if any existing opportunities, as a side issue (if any unintended benefit may be
there is under taking technical vehicle inspection such as crime privation)?

__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________
3. Have you observed any areas that require new laws in relation to Vehicle inspection in
general?.......................................................................................................................................
....................................................................................................................................................
...................................................................................................................................
4. How about any areas that require new directives / guidelines regarding vehicle inspection
centers in general and its implementation process in particular?
(a)Administrative…………………………………………………………………………
(b) Technical …………………………...........................................................................

(c) Regulatory …………………………………………………………………………

(d) Others…………………………………………………………………………………..

5. Have you noticed a specific problem area that should be addressed through reforming
already existing laws?
(a) Administrative………………………………. ……………………………………..
(b) Technical……………………… ……………………………………………………
(c) Regulatory…………………………………….. ……………………………………
(d) Others………………………........................................................................................

6. Have you observed any factor which is associated to the specific socio-cultural and
economic context of Addis Ababa (Ethiopia), which negatively contributes to the observed
implementation of the vehicle inspection? If so, please specify it?

__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________

Part C-Possible remarks and suggestions related

❖ What do you suggest in relation to existing challenges/ problems and in further enhance the
performance of Vehicle inspection centers?
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
❖ Any other related comment / remark?

__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
THANKYOU!!!!
 ANNEX-3

General instructions

Semi- structured questionnaires to be filled by the respondents

This semi- structured questionnaire is prepared for the fulfillment of Second Degree (Master
of Science Degree) in Industrial Management, Faculty of Business and Economics, Addis
Ababa Science Technology University (ASTU) .This questionnaire is conducted only for the
mere research purpose and its confidentiality is strictly maintained. Any comments to be
made here or opinions forwarded will not be used otherwise for whatever reasons. Thank
you in Advance for volunteering to take part in the study.

Background Information of the respondents:

Name of Sub-City ……………………., Inspection center’s Name: ……………………..

Sex……………….. Age……………….., Position: ………………………..

Educational background the interviewee ………………….

Work Experiences in the specific sector: ……………………………….

I. Policy, Legislative & guideline/ directive provision related

1. How do you evaluate the overall completeness of the implementation framework (detail
working procedures) of Vehicle inspection in terms of ensuring the road safety and
reduction of traffic accident?
(a) Very low …….(b) low……(c) satisfactory ……(d) High……(e) Very High ---------
2. If you think that there exist problems in relation to enforcement of the existing laws on
Vehicle inspection and implementing centers; how do you rate the existing problems?
(a)Very low ……(b) low……(c) moderate------(d) High……(e) Very High -------------
II. Problems /challenges of Technical vehicle inspection -Implementation & related

1. If you think there any challenges in relation to enforcing directives/ Guidelines on

Technical Vehicle inspection and overall implementation ; How do you rate the challenges
from the supply ( and regulatory ) side?

(a)Very low …….(b) low……(c) satisfactory (d) High……(e) Very High -------------

2. How do you rate the existing challenges, from the demand side ?

(a)Very low …….(b) low……(c) satisfactory (d) High……(d) Very High -------
3. If you have observed any disparity between existing laws and the implementation of the
laws in practices , how do you rate it?
(a) Very low …….(b) low……(c) satisfactory ……(d) High……(e) Very High -------------

4. How do you rate the discrepancy between the actual implementation and the specified
standard provided in directives / guidelines?

(a) Very low …….(b) low……(c) satisfactory ……(d) High……(e) Very High ----------

5. How do you evaluate the institutional arrangement put in place to the implementation of
existing laws, and directives related to vehicle inspection centers and their functions?

(a)Very low …….(b) low……(c) satisfactory ……(d) High……(e) Very High -------------

6.How do you rate the level of commitment shown by the responsible government
institutions to implement the basic provisions stated in national legislations and
directives?
(a)Very low …….(b) low……(c) satisfactory ……(d) High……(e) Very High -------------
7. How do you evaluate the extent to which the legal and policy framework of Ethiopia is
addressing and/or able to address those problems specific to the Ethiopian context?
(a) Very low …….(b) low……(c) satisfactory ……(d) High……(e) Very High -------------
 ANNEX -4

Observation Checklists

1. How is the overall setting -the working area of vehicle inspection centers is arranged?
……………………………………………………………………………………………
……………………………………………………………………………………………
……………………………………………………………………………………………
………
2. How about the office infrastructure and facilities in placement?
……………………………………………………………………………………………
……………………………………………………………………………………………
……
3. Does the center have the required staffs/ staffing?
……………………………………………………………………………………………
……………………………………………………………………………………………
……
4. How about the machine types?
.............................................................................................................................................
.............................................................................................................................................
.........................................................................................................................................
5. How are the functionalities of each specific machine as per the requirement? , and
…………………………………………………………………………………………….
……………………………………………………………………………………………
……………………………………………………………………………………………
……
6. Work flow systems and procedures settings (whether deviates from the guideline or not)
……………………………………………………………………………………………
……………………………………………………………………………………………
…………………………………………………………………………………………
 ANNEX -5

Service Payment -Public Transport per Sit

No Public Transport Per Sit Tariff in Birr

1 1-12 186
2 13-29 201
3 30-44 224
4 Above 45 240
5 Two and three wheelers 28.75

Note Puck up are including in the 1-12 sits.

Dry Truck per Quintal

No Dry Truck per Quintal Tariff in Birr

1 1-15 186
2 16-40 201
3 41-69 216
4 70-120 231
5 121 and Above 246
6 Special Vehicle 203

Liquid Truck in litters

No Liquid Truck in litters Tariff in Birr

1 100-1560 186
2 1561-4160 201
3 4161-7176 216
4 7177-12480 231
5 12481 and Above 246
 Re-inspection Charge

Starting from 2004 for vehicle which comes for re-inspection within 30 days after first inspection
in addition to the visual inspection the following fee will apply.

Public Transportation Per sit

No Public Transportation Vehicle which failed the first inspection when coming back for
Per sit re-inspection
Performance of service Headlight intensity Visual Inspection
And parking Breaks and deviation
1 1-12 47 19 28
2 13-29 50 20 30
3 30-44 56 22 34
4 45 More than 45 60 24 36
5 Two and three wheelers 28.75

Dry Truck in Quintal

No Dry Truck in Vehicle which failed the first inspection when coming back for re-
Quintal inspection
Performance of service Headlight intensity and Visual Inspection
And parking Breaks deviation
1 1-15 47 19 28
2 16-40 50 20 30
3 41-69 54 22 32
4 70-120 58 23 35
5 121 and above 62 25 37
6 Special Vehicle 51 20 30
Liquid Truck in litters

No Liquid Truck in Vehicle which failed the first inspection when coming back for re-
litters inspection
Performance of service Headlight intensity Visual Inspection
And parking Breaks and deviation
1 100-1560 47 19 28
2 1561-4160 50 20 30
3 4161-7176 54 22 32
4 7177-12480 58 23 35
5 12481 and above 62 25 37