JIMMA UNIVERSITY

JIT
CIVIL DEPARTMENT
ENGINEERING TRANSPORTATION ASSIGNMENT

GROUP MEMBER ID

1. Kalab Mesfin RU 3371/11

2. Eebbisaa Girma RU 3408/11
3. Abdi Gemechu RU 3370/11

Submitted to; Anuar N.

Submission date; ginbot 09 /2013

1).describe history of transportation system in Ethiopia?

History of transportation in Ethiopia in Brief Historic chronicles of the 17th and 18th centuries
show that there were a number of small roads trails and foot paths, in addition to the traditional
shoulder porter age, animals like mules, donkeys and horses and camels were used as a means of
transportation in Ethiopia.

 ROAD

The history of the Ethiopian road network goes back to the very beginning of the Ethiopian
state. This origin can be related to the reign of Emperor Tewodros (1855-68), who succeeded in
fragmenting the traditionally feudal system and in centralizing political power. Although the
establishment of a professional and disciplined state army is seen today as Tewodros main
achievement, he was also the pioneer of road construction in Ethiopia. Associated with his
intention to expand the (northern highland) empire, he recognized the strategic and political
importance of roads. Consequently, a relatively small-scale road network was constructed and
enabled the Emperor to rapidly move his troops to
the centers of rebellion in the conquered areas .
In the late 19th century, the city of Addis Ababa, founded in 1887 replaced the northern highland
as the geographical center of political power. Clam uses a center-periphery concept and points to
the importance of overcoming physical distance for communication within the empire. He
explains that the peripheral position of regions and communities, their political and economic
incorporation.

However, Tewodros’ successors also paid great attention to road construction, especially
Menelik II (1889-1913) and his province governors. During the reign of Haile Selassie
(1930-36), the capital-centered (Addis Ababa), road network was intensified and modernized.
The emerging motor traffic since the advent of the motorcar in Ethiopia in 1907 had increased
the demand for roads within the capital. On the other hand, the global economic crises and world
depression in 1929-1933 forced the reign to improve the capital’s road communication with the
provinces.
During the Italian occupation (1936-41), considerable efforts were undertaken with respect to
road infrastructure, and the Ethiopian road network expanded from about 1,040 km in 1930 to
about 6,400 km in 1941.
After the liberation of Addis Ababa, Emperor Haile Selassie re-entered the capital on 5 May
1941. While road construction and maintenance activities stagnated in the following years, they
regained attention in the early 1950s. Haile Selassie had sufficiently consolidated the
administrative authority of the state and could now turn his attention to more economic matters.
He recognized the importance of an existing road system for the economic needs of the
population and the government. Accordingly, a Highway Programmed (HP) was formulated in
order to stimulate the expansion of road infrastructure in Ethiopia

In 1974, the Derg assumed power and continued with the construction of new roads on
a larger scale than ever before. While the new regime initially followed the Highway
Programmed of its predecessor, it shifted its attention to the construction of the previously
neglected rural road .The Derg identified the lack of access to rural areas as a serious bottleneck
for agricultural development .The rural infrastructure particularly low-cost and low-standard
roads. were given increasing attention. On the one hand, rural infrastructure was seen as a means
for the achievement of socio-economic development. On the other hand, it was considered as a
precondition for the expansion of further socio-economic infrastructure. The economic role of
rural roads for the country and its population was emphasized with respect to market access in
general, and the possibility for the rural population to bring their products to the market in
particular. Concerning social development, the importance of rural roads was justified by
highlighting their ability to help and rehabilitate drought-affected people.
As a consequence of this increasing focus on rural road, the frist sector Programmed was
formulated and replaced the Highway Programmed. From a political perspective, the value
attached to rural roads by the Derg can be interpreted as a means for raising political
consciousness in the countryside or a way to enforce the regime’s intrusion into the rural areas.
However, until 1990, the Derg had increased the classified road network to 19,020 km.

With the arrival to power of the EPRDF in 1991, a new policy was formulated in which roads
again played a major role .the country’s road infrastructure and the lack of accessibility was
again identified as one of the main challenges for the government’s effort to achieve
development. As a consequence, the provision of road infrastructure was increasingly
emphasized in the policies formulated. Roads are acknowledged in the sustainable development
and Poverty Reduction Programmed. In accordance with these overall development policies, the
RSDP as well as the Ethiopian Rural Travel and Transport Programmed were formulated as the
particular road sector policy.

 AIR TRANSPORT

Distance, terrain, and an underdeveloped road system made air transport an important part of
Ethiopia's transportation network. Ethiopian Airlines (EAL), a government-owned corporation
that began operations in l946, provided domestic and international air service. The airline served
some forty-five cities and towns in Ethiopia and operated international flights that, in early 1991,
included service to twenty-one cities in eighteen African countries; to western European
destinations such as London, Paris, Frankfurt, Rome, and Athens; and to India and China. Many
international and several regional airlines also provided regular service between Ethiopia and
other countries.

International airports were located at Addis Ababa, Asmera, and Dire Dawa. Addis Ababa's
Bole International Airport served more than l95000 passengers in EFY l986/87, while the
Asmera and Dire Dawa airports handled l08000 and 8l000 passengers, respectively, during the
same period. Bole International Airport and the airport at Asmera were capable of handling
larger aircraft, such as the Boeing 747.

EAL had an excellent reputation because of its safety record. It was also one of the few
profitable African airlines. EAL also had provided training and maintenance services to more
than a dozen other African and Middle Eastern airlines. In late 1986, EAL assembled the first
agro-aircraft to support the nation's agricultural development and the agro-aviational needs of
other African countries. New facilities included an expanded catering network, a gas production
plant, and base maintenance shops for ground equipment. EAL also had an ongoing program to
automate airline activities such as maintenance and engineering, ticket accounting, and crew and
corporate data management.

Although it refrained from interfering in EAL operations, the government opposed the airline's
plans to expand into areas such as hotel construction and management, tourism, and catering,
which the government reserved for state corporations, which operated at a loss. In June 1989,
EAL announced plans to spend US$l.2 billion on new aircraft; in early 1991, EAL received
Western credits to acquire five new Boeing 757s and to refinance two Boeing 767s.

 RAILWAY

The Ethiopian railway was built by the French to facilitate the transport of merchandise
which previously had to be carried on the backs of animals. Taking into account the natural
topography of this country and the lack of proper roads it was extremely difficult to transport
goods from central Ethiopia to the ports of the Red Sea, and merchants spent months travelling
from Addis Ababa to Massawa, Zeila or Berbera, which put a crimp on the export of goods from
Ethiopia. Not only did the Ethiopian railway contribute to bring the country out of its centuries-
old isolation from the rest of the world but it also played an important role in changing the social
relations between the Ethiopian nations. Even though the railway line had limited transport
possibilities because of the gauge (950 mm) and enormous differences in level, it became the
most important thoroughfare of Ethiopia for many decades.

2).what are the major problem in the transportation sector?

 Cities are locations having a high level of accumulation and concentration of economic
activities. They are complex spatial structures supported by infrastructures, including transport
systems .The larger a city the greater its complexity and the potential for disruptions, particularly
when this complexity is not effectively managed. Urban productivity is highly dependent on the
efficiency of its transport system to move labor, consumers, and freight between multiple origins
and destinations. Additionally, transport terminals such as ports, airports, and railways are
located within urban areas, help anchor a city within a regional and global mobility system. Still,
they are also contributing to a specific array of challenges. Some challenges are ancient, like
congestion (which plagued cities such as Rome), while others are new like urban freight
distribution or environmental impacts.

a. Traffic congestion and parking difficulties

Congestion is one of the most prevalent transport challenges in large urban agglomerations.
Although congestion can occur in all cities, it is particularly prevalent above a threshold of about
1 million inhabitants. Congestion is particularly linked with motorization and the diffusion of the
automobile, which has increased the demand for transport infrastructures. However, the supply
of infrastructures has often not been able to keep up with mobility growth. Since vehicles spend
the majority of the time parked, motorization has expanded the demand for parking space, which
has created footprint problems, particularly in central areas where the footprint of parked
vehicles is significant. By the 21st century, drivers are three times more likely to be affected by
congestion than in the latter part of the 20th century.

Congestion and parking are also interrelated since street parking consumes transport capacity,
removing one or two lanes for circulation along urban roads. Further, looking for a parking space
(called “cruising”) creates additional delays and impairs local circulation. In central areas of
large cities, cruising may account for more than 10% of the local circulation, as drivers can
spend up to 20 minutes looking for a parking spot. This practice is often judged more
economically effective than using a paying off-street parking facility. The time spent looking for
a free (or low cost) parking space is compensated by the monetary savings. Parking also impairs
deliveries as many delivery vehicles will double-park at the closest possible spot to unload their
cargo.

Identifying the true cause of congestion is a strategic issue for urban planning since congestion
is commonly the outcome of specific circumstances such as the lack of parking or poorly
synchronized traffic signals.

b. Longer commuting

On par with congestion, people are spending an increasing amount of time commuting between
their residence and workplace. An important factor behind this trend is related to residential
affordability as housing located further away from central areas (where most of the employment
remains) is more affordable. Therefore, commuters are exchanging commuting time for housing
affordability. However, long commuting is linked with several social problems, such as isolation
(less time spent with family or friends), as well as poorer health (obesity). Time spent during
commuting is at the expense of other economic and social activities. However, information
technologies have allowed commuters to perform a variety of tasks while traveling.

c. Public transport inadequacy

Many public transit systems, or parts of them, are either over or underused since the demand for
public transit is subject to periods of peaks and troughs. During peak hours, crowdedness creates
discomfort for users as the system copes with a temporary surge in demand. This creates the
challenge of the provision of an adequate level of transit infrastructures and service levels.
Planning for peak capacity leaves the system highly under-used during off-peak hours, while
planning for an average capacity will lead to congestion during peak hours.

Low ridership makes many services financially unsustainable, particularly in suburban areas.
Despite significant subsidies and cross-financing (e.g. tolls), almost every public transit system
cannot generate sufficient income to cover its operating and capital costs. While in the past,
deficits were deemed acceptable because of the essential service public transit was providing for
urban mobility, its financial burden is increasingly controversial.

d. Difficulties for non-motorized transport

These difficulties are either the outcome of intense traffic, where the mobility of pedestrians,
bicycles, and other non-motorized vehicles is impaired, but also because of a blatant lack of
consideration for pedestrians and bicycles in the physical design of infrastructures and facilities.
On the opposite side, the setting of bicycle paths takes capacity away from roadways as well as
parking space. A negative outcome would be to allocate more space for non-motorized transport
than the actual mobility demand, which would exacerbate congestion.

e. Loss of public space

Most roads are publicly owned and free of access. Increased traffic has adverse impacts on
public activities, which once crowded the streets such as markets, agoras, parades and
processions, games, and community interactions. These have gradually disappeared to be
replaced by automobiles. In many cases, these activities have shifted to shopping malls, while in
other cases, they have been abandoned altogether. Traffic flows influence the life and
interactions of residents and their usage of street space. More traffic impedes social interactions
and street activities. People tend to walk and cycle less when traffic is high.
f. High infrastructure maintenance costs

Cities facing the aging of their transport infrastructure have to assume growing maintenance
costs as well as pressures to upgrade to more modern infrastructure. In addition to the involved
costs, maintenance and repair activities create circulation disruptions. Delayed maintenance is
rather common since it conveys the benefit of keeping current costs low, but at the expense of
higher future costs and, on some occasions, the risk of infrastructure failure. The more extensive
the road and highway network, the higher the maintenance cost and its financial burden. The
same applies to public transit infrastructure that requires a system-wide maintenance strategy.

g. Environmental impacts and energy consumption

Pollution, including noise generated by circulation, has become an impediment to the quality of
life and even the health of urban populations. Further, energy consumption by urban
transportation has dramatically increased, and so the dependency on petroleum. These
considerations are increasingly linked with peak mobility expectations where high energy prices
incite a shift towards more efficient and sustainable forms of urban transportation, namely public
transit. There are pressures to “decarbonizes” urban transport systems, particularly with the
diffusion of alternative energy sources such as electric vehicles.

h. Accidents and safety

The growth in the intensity of circulation in urban areas is linked with a growing number of,
accidents and fatalities, especially in developing economies. Accidents account for a significant
share of recurring delays from congestion. As traffic increases, people feel less safe to use the
streets. The diffusion of information technologies leads to paradoxical outcomes. While users
have access to reliable location and navigation information, portable devices create distractions
linked with a rise of accidents for drivers and pedestrians alike.

i. Land footprint

The footprint of transportation is significant, particularly for the automobile. Between 30 and

60% of a metropolitan area may be devoted to transportation, an outcome of the over-reliance on
infrastructures supporting road transportation. Yet, this footprint also underlines the strategic
importance of transportation in the economic and social welfare of cities as mobility is a sign of
efficiency and prosperity.

j. Freight distribution

Globalization and the materialization of the economy have resulted in growing quantities of
freight moving within cities. As freight traffic commonly shares infrastructures supporting the
circulation of passengers, the mobility of freight in urban areas has become increasingly
controversial. The growth of e-commerce and home deliveries has created additional pressures in
the urban mobility of freight. City logistics strategies can be established to mitigate the variety of
challenges faced by urban freight distribution.

Many dimensions to the urban transport challenge are linked with the dominance of the
automobile.

k. Automobile Dependency

Automobile use is related to a variety of advantages, such as on-demand mobility, comfort,

status, speed, and convenience. These advantages jointly illustrate why automobile ownership
continues to grow worldwide, especially in urban areas and developing economies. When given
a choice and the opportunity, most individuals will prefer using an automobile. Several factors
influence the growth of the total vehicle fleet, such as sustained economic growth (increase in
income and quality of life), complex individual urban movement patterns (many households
have more than one automobile), more leisure time, and suburbanization (areas where mobility
options are limited). Therefore, rising automobile mobility can be perceived as a positive
consequence of economic development. The automotive sector, particularly car manufacturing,
is a factor of economic growth and job creation, with several economies actively promoting it.

3) What are the impacts of transportation in Ethiopians economy?

Transport has a necessary role to play for Economic growth and Social development of a
country. The existence of infrastructure in general and transport infrastructure in particular is
very crucial to any nation’s economic and social development. The transport sector plays a role
of outstanding importance in any national economy, both through its own direct contribution to
GDP and employment as well as through the provision of services which are indispensable for
the development of all other economic sectors. They comprise urban, national regional and
international import, export and transit flows of goods and passengers.

In most developing economies that are landlocked country like Ethiopia Road transport is one of
the most popular and important modes transport. In the case of Ethiopia, the physical and
economic features as well as economic status of the population, make road transport the most
viable mode of transport, the country must give priority to develop its socio-economic
infrastructure.

Some transportation sector impact in Ethiopia economy

 Air transportation

Airlines, airport operators, airport on-site enterprises (restaurants and retail), aircraft
manufacturers, and air navigation service providers employ 19,000 people in Ethiopia. In
addition, by buying goods and services from local suppliers the sector supported another 179,000
jobs. On top of this, the sector is estimated to support a further 80,000 jobs through the wages it
pays its employees, some or all of which are subsequently spent on consumer goods and
services. Foreign tourists arriving by air to Ethiopia, who spend their money in the local
economy, are estimated to support an additional 815,000 jobs. In total 1.1 million jobs are
supported by air transport and tourists arriving by air. ...and spending the air transport industry,
including airlines and its supply chain, are estimated to support.US $1.54 billion of GDP in
Ethiopia. Spending by foreign tourists supports a further US $2.61 billion of the country’s GDP,
totaling to US $4.15 billion. In total, 5.7 percent of the country’s GDP is supported by inputs to
the air transport sector and foreign tourists arriving by air.

 Road transportation
For the economy of Ethiopia to be transformed from agricultural to Industrial, the
integration of efficient market will be critical. In this case it requires all markets in any regions to
be interconnected so that there will be a backward and forward linkage between agricultural and
industrial sectors .This implies that the government of Ethiopia should continue its effort inroad
development.

The Ethiopia-Djibouti Corridor is the key conduit for trade. Dominant gateway for the
country with over 95% of Ethiopia’s import & export. High costs because of imbalances and
seasonality in traffic flows.

The Addis Ababa–Adama Expressway was completed in 2014 as the first expressway in
Ethiopia. In December 2015, construction began on a second expressway between Hawasa and
Mojo, where it will connect to the existing expressway.

4).Explain the current development and future plan of the Ethiopian government in the
transportation sector?

. In our country the transport sector is a large working environment in which the road transport,
air transport, marine transport and rail transport are functional. However, the dominant mode of
transport is road transport, having a share of 90% in transporting passenger and cargo transports
across the country.
In view of this and to respond the high demand of transport in the country, a large
construction of roads is being conducted throughout the country both by the Ethiopian Roads
Authority and other government entities. In line with this, private participation is also being
encouraged to be evolved in the road expansion. And by both efforts a distinct performance is
achieved to create facilitation of roads and road transport, liaisoning local towns, peoples,
industries, and liasioning with neighboring countries for import export facilitation in the country.
Ameliorating the standard of roads is vital for the country. It reduces the hazards being
escalated in our vehicles. In the country though  the number of vehicles are not numerous as
compare to the developed countries the last few years saw a devastation of human and materials,
making our country the top one in such hazards in the world. This needs a profound study to
know the cause and address the problem which is persisting so that the devastation can be lesser
or avoided. In the current year there are 166,309 vehicles serving in freight and passenger
transport in the country.
The other mode of transport is the Ethiopian Air Lines – serving people local and abroad,
with a motto Africa's link to the world. This airline remains as one of the best air line in Africa
and continues to be a reputable enterprise in the world. It serves in more than 25 airports locally
and above 48 international links such as in Africa, Europe, Middle East and America. With the
aim to meet the increasing demand of the people it is expanding its links with the world through
its available aircrafts and additional leased jets like the air bus, which is recently in use. It has a
capacity of 364 people to carry. Being proactive to the coming fierce competition the air line is
changing itself with the world progress to remain lucrative and viable enterprise.
Likewise, the Ethiopian Civil Aviation Authority is a regulatory organ which oversees the
air traffic and makes international agreements pertaining to the air transport. Similarly, the
Ethiopian Air port Enterprise is a newly formed operator entity working in the area of expansion
of air ports and terminals.
Another existing mode of transport is the Ethio-Djibouti railway transport. It is an old means
of transport. But, eventually, it became ineffective rail way. Hence, it is going to be given to
South Africa Company as concession to make it viable enterprise. Because its present situation
does not enable it to continue being lucrative and competitive with the other mode of transports
in the country. This is due to the reason that its equipments and the rail way are obsolete.
In the country there is also another transport - the shipping transport. This is a marine
transport serving across the world. It continues to work in import export and coastal carrier
services through its 8 ships being competent in the stiff competition of the globe. In addition to
this, the marine and transit service enterprise, as a government entity, performs cargo handling,
harbor facilities and services. In line with this, private transit companies also offer similar
services in the sub sector.
In order to oversee all the above mentioned transport means - except Shipping and Maritime
enterprises - the Transport Authority is recently established as regulatory body with the aim to
promote an efficient, adequate, economic and equitable transport system, to ensure that public
transport services are safe and comfortable, to develop domestic and international network, and
so forth.

October 1/2020 (ENA) Ministry of Transport has launched a National Transport Policy, a
National Logistics Policy, and a Non-Motorized Transport Strategy in the presence of high level
government officials. The National Transport Policy covers road, air, rail, and sea transport
infrastructures and services as well as the overall human development and logistics system
handled by the modes of transport, it was learned .The National Logistics Policy has been
prepared with the aim of transforming the sector’s leadership and institutional alignment for
effective and quality service delivery, improved private sector involvement in the expansion and
building of key infrastructures, enhanced sector competitiveness and provision of opportunities
for job creation, the minster stated.

The Non-Motorized Transport Strategy aims at offering basic and affordable mobility,
access to public transport, and health benefits .The strategy would enable to improve the
convenience, comfort, and safety of walking and cycling that reduces the demand for travel by
personal motor vehicles, helping to alleviate the traffic challenges many cities are facing .despite
the high level of reliance on non-motorized transport in Ethiopia, many streets are not designed
for people to walk or cycle, she noted, adding the non-motorized transport models can play a
fundamental and unique role in the efficiency of transport systems, providing affordable, low-
carbon travel option.

5). Transportation develops due to several and frequently overlapping factors, discuss
those frequently overlapping factor?

Transportation systems develop to interact at different scales and through the influence of a
variety of factors:

 Environmental. At the local scale existing hydrographical and geo morphological

characteristics are strong factors in transport development, particularly in terms of the
technical challenges (bridge, gradients) they present to construct and maintain
infrastructure. Climate, which is more a regional attribute, also conditions transportation
construction and operations. At the national level, distance underlines the geographical
scale to be service, influencing transport infrastructure development since servicing the
nation becomes imperative. At the global level, the contour of oceanic masses such as
choke-points becomes the defining factor shaping the structure and development
orientation of transport systems.
 Historical. Settlement patterns, which are influenced by cultural attributes, strongly
influence local transport development, such as street grids. At the regional level, the
structure of an urban system, the result of historical processes of accumulation,
coordinates the development of transport systems by connecting them. It is also a
historical process such as colonialism and forms of imperialism that have shaped aspects
of national transport developments, particularly in areas of the world that were colonized.
However, it is the process of globalization that had one of the most enduring influences in
recent decades in shaping global transport systems.
 Technological. Each transportation technology has a matching scale of development.
Roads, despite their ubiquity, are strongly associated with local (short distance) mobility.
 At the regional level, this mobility becomes more the realm of railways (or canals when
present), although air transportation also has a strong regional component. Corridors,
which are mainly long-distance rail and highway networks, are transport constructs built
to connect at the national or continental level. The technologies that have supported the
most transport development at the global level are mainly air transportation and
telecommunications. Paradoxically, these technologies are mostly used at the regional
(air) and local (telecommunications) levels.
 Political. Transportation development is a process that is managed and regulated. At the
local level, zoning is the regulatory framework that influences the most transport
development since it dictates what is allowed to be built, including the function of what is
being built. Forms of taxation and regulations such as safety and operating conditions are
political aspects that play at the regional (most transport regulations are at the state /
provincial level) and the national levels. Trade agreements have an important
transnational implication, linking neighboring economic entities, which has influenced
transportation development with an attempt to coordinate physical and trade networks.
Multilateral agreements, particularly over trade have shaped the development of
transportation systems by favoring specific transnational connectivity.
 Economic. Economic processes shape transportation development since its core purpose
is to support economic activities and their interactions. The more advanced an economy
is, the more intensive and efficient transportation systems are. At the local level,
employment and distribution are key drivers focusing on transit systems as well as the
freight distribution of final goods. Transportation modes compete to service markets, a
process that mainly takes place at the regional level. The outcome of this competition is a
distribution of modal preferences and usage levels of specific transport systems. Markets
are increasingly perceived as transnational, requiring coordinated supply strategies. The
competition of major economic actors at the global level, often the outcome of
comparative advantages, influence major freight flows and the transport systems
supporting them

6).The social life and social pattern of a community is severely affected after the
introduction some transportation facilities, describe different mode of transportation in
Ethiopia and discuss its pros and cons.

Transportation is a non separable part of any society. It exhibits a very close relation to the
style of life, the range and location of activities and the goods and services which will be
available for consumption.

Transportation has always played an important role in influencing the formation of urban
societies. Although other facilities like availability of food and water, played a major role, the
contribution of transportation can be seen clearly from the formation, size and pattern, and the
development of societies, especially urban centers.

Formation of settlements

From the beginning of civilization, the man is living in settlements which existed near banks of
major river junctions, a port, or an intersection of trade routes. Cities like New York, Mumbai
and Moscow are good examples.

Size and pattern of settlements

The initial settlements were relatively small developments but with due course of time, they
grew in population and developed into big cities and major trade centers. The size of settlements
is not only limited by the size of the area by which the settlement can obtain food and other
necessities, but also by considerations of personal travels especially the journey to and from
work. The increased speed of transport and reduction in the cost of transport have resulted in
variety of spatial patterns.

Growth of urban centers

When the cities grow beyond normal walking distance, then transportation technology plays a
role in the formation of the city. For example, many cities in the plains developed as a circular
city with radial routes, where as the cities beside a river developed linearly. The development of
automobile and other factors like increase in personal income, and construction of paved road
network, the settlements were transformed into urban centers of intense travel activity.

Just like a coin, transportation has a double side. It conveys socioeconomic benefits, but at
the same time, it impacts our environment. The growth of transporting activities has been playing
a negative role on our environment from the beginning. And first of all air quality is what it’s
impacting. From all the vehicles, marine engines and aircrafts, the gas particle that effects, the air
quality and human body are released. These lethal particles such as: lead (Pb), carbon monoxide
(CO), carbon dioxide (CO2; not a pollutant), methane (CH4), nitrogen oxides (NO2), nitrous
oxide (N2O) is repeatedly released every single day to harm us. When the polluted toxic air is
inhaled into our lungs, it increases the risk of getting cancer and other related diseases. This
causes many deaths every year, which upsets me all the time.
 Reference

1. Ministry of transportation
2. Ethiopian road authority
3. Google
4. Ethiopian plan and development commission

Thank you