Aug 25 , 2024.
It may appear distasteful, unappealing and cumbersome to sight. But, the Addis Abeba Light Rail Transit (AA-LRT) stands as a concrete symbol of Ethiopia's ambitious attempt to shake off its image as a poster child of poverty. Conceived in the 2000s during the reign of the EPRDFites, the project was a bold, if not audacious, attempt to leap into the future. With borrowed money, primarily from China, the ruling party sought to match the rapid urban sprawl it had unleashed with an equally rapid infrastructure expansion.
The AA-LRT, which cuts through the city's heart along two routes — north-south and east-west — was intended to demonstrate modernity and propel Addis Abeba into the ranks of cities with advanced public transport systems.
When it was inaugurated in November 2015, by Hailemariam Desalegn, former prime minister, AA-LRT was hailed as a landmark achievement. The project consumed 475 million dollars and involved 41 trams capable of operating at speeds of up to 70Km an hour. Each tram was designed to carry 317 passengers, with the system projected to transport 60,000 commuters an hour across its 39 stations on 34Km of track. The project was expected to serve as a model for other African cities, manifesting a new era of urban mobility on the continent.
Yet, nearly a decade later, the AA-LRT is more often a source of frustration than pride.
Far from being the promised clean, comfortable, and affordable mass transit system, it has become a clunky addition to the city’s landscape. The rail now operates with only 17 of its original 41 trams, and daily ridership hovers around 56,000, far below the projected 105,000 to 110,000 commuters. The system’s inefficiencies are glaring, and its failure to live up to its initial promises has made it a topic of intense debate among Addis Abeba's residents and policymakers alike.
Public opinion on the light rail is sharply divided. Some view the AA-LRT as a colossal failure that should be removed altogether. They argue that the project designers failed to consider the impact on the city's social fabric. The rail has cut through vibrant neighbourhoods, creating artificial barriers that disrupt the flow of traffic and community life. Pedestrian crossings are scarce, leading to accidents and traffic snarls, while businesses along the rail's path have suffered from reduced accessibility and foot traffic.
Critics see the rail as a blight on the urban terrain, an ill-conceived project that ignored the ecosystem of city life in favour of a misguided notion of progress.
On the other side of the debate are those who argue that the AA-LRT should remain despite its flaws. They point to the massive investment already sunk into the project and its potential to serve the city's growing population.
Addis Abeba has seen a demographic surge in recent years, and the light rail has provided a vital transport option for many, particularly low-income residents and those living on the city's outskirts. For these users, the tram is an affordable means of long-distance travel, even if it is overcrowded and often delayed. Proponents argue that the light rail could still fulfil its initial promise with improvements in operational efficiency and service delivery.
The AA-LRT’s struggles have not gone unnoticed by academics and researchers.
One study by Clelie Nallet, a French scholar with an interest in the evolution of the middle class in developing economies, chronicled the rail's reception in Addis Abeba. Initially, the public was lukewarm, with empty carriages a common sight. However, by April 2017, usage had surged, and the once-deserted trams had become crowded during rush hours. Nallet’s work showed the troubles of introducing a new mode of transportation in a city with little precedent for such infrastructure. Her findings unveiled that while the light rail has found a niche, it still struggles to integrate fully into the city’s transport ecosystem.
A more critical assessment comes from a study published in the "American Journal of Traffic & Transportation" by Ashenafi Wondimu, Abraham Gebre, and Getu Segnie. They found that the AA-LRT accounts for a mere six percent of Addis Abeba's transport infrastructure usage, far below what was expected. The researchers attributed this to operational inefficiencies, limited station amenities, and a rising number of trips cancelled. Their conclusion is damning: the light rail has not only failed to capture a meaningful share of the city’s transport market but is also suffering from diminishing returns.
Despite the bleak outlook, other researchers remain cautiously optimistic.
Sisay Guta's postgraduate thesis at St. Mary’s University focused on the operational aspects of the AA-LRT. He acknowledged the rail’s shortcomings, particularly in maintenance and operational procedures, but argued that the system has, nonetheless, contributed positively to the city’s infrastructure and demographic size. Sisay emphasised the need for better maintenance procedures, more comprehensive operational manuals, and an upgrade in equipment. He also argued that despite these inadequacies, the company operating the rail has shown resilience, adapting to its difficult circumstances.
The light rail’s future, however, remains uncertain. The AA-LRT was supposed to recoup its construction costs within 10 years, but nine years into its operation, it has failed to pay off its debts and continues to operate at a loss. The Ethiopian Railway Corporation (ERC), which managed the system, has had to resort to domestic bank loans to keep the trams running. The absence of essential facilities, such as efficient ticketing systems and advanced transport technology, further undermines the system’s viability as a modern transit solution.
These issues are compounded by poor planning and governance, with insufficient arrangements for maintenance, spare parts, and local skills development.
As Addis Abeba grows, the city’s transport needs to become increasingly complex. The AA-LRT, despite its shortcomings, has at least provided an alternative to the city’s overloaded bus and minibus systems. The Anbessa City Bus Service, with its fleet of 700 buses, carries 600,000 passengers daily, while the city’s 10,500 minibus taxis make 840,000 daily journeys. These numbers dwarf the light rail’s ridership, exposing its limitations in meeting the city's transportation demands.
Yet, the AA-LRT still has the potential to be more than just a struggling transit system. With the right reforms, it could become a catalyst for urban transformation. This would require a holistic approach, integrating all aspects of public transport and investing in infrastructure improvements, such as station facilities, ticketing systems, and spare parts. A digital transformation, including the introduction of mobile and card-based ticketing systems and an Intelligent Transport System (ITS), could enhance the system’s efficiency and appeal.
Policymakers and city leaders need to be better informed about the principles of public transportation and transit-oriented development (TOD). By embracing innovative growth principles, they could create more livable neighbourhoods in Addis Abeba and boost public health. In the longer term, privatising the light rail operation while keeping public ownership of the infrastructure, as seen in more advanced economies, could help make the system financially sustainable.
As Addis Abeba hurtles towards an even denser future, whether the light rail can keep pace remains to be seen. For now, the city stands at a crossroads, caught between its past ambitions and the evolving demands of its future. Embracing the past and aspiring for a better future is left for the residents and the city's leaders.
PUBLISHED ON
Aug 25,2024 [ VOL
25 , NO
1269]
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