The Ethio-Djibouti corridor plagued by deteriorated road quality and security concerns has impacted the annual economic gains of the country by up to 5.6 billion Br, according to a study by Ethiopian Logistics Sectoral Association (ELSA).

While insufficiency of road networks, safety concerns and expensive maintenance was ubiquitous, some routes were cited as being uniquely dangerous to both trucks and drivers. The 143Km Dikhil to Galafi road has up to two-meter high gravel chipped off by flooding, leading to serious damage to the trucks all the while fearing for physical safety.

The study included 75 completed surveys where three-quarters of the truck owners and drivers rated the route as in terrible condition, with 55pc of the trucks facing heavy but repairable damages while 38.7pc were damaged beyond repair.

Respondents indicated the absence of parking spots led them to be exposed to violent criminals while being required to pay as much as 600,000 Br for towing services.

The staggering revelations were made during a workshop by the Association last week at the Inter-Luxury Hotel, where lively debates and arguments from both government and private actors ensued.

"The logistics sector is plagued with political infringements," said Tsedeke Woldu, the chairperson of the Ministry Transport & Logistics Service Provision Council.

He noted that the problem goes beyond the deterioration of road infrastructure, recommending the private sector's deep involvement as a crucial, pivotal point to diffuse logistics issues that come with political upheavals.

To that end, a shift towards more reliance on railway transport and greater regional integration was cited as essential by the Chairperson.

Over 12,000 truck drivers make the hedge to the corridors every day as landlocked Ethiopia uses Djibouti ports primarily for international trades, where more than 95pc of the country's import-export transits.

Dereje Legesse, secretary general of the Ethiopian Transport Employer's Federation highlighted that most operational freight trucks have been serving for several decades, barely hanging on with outdated spare parts.

He stressed that investments in freight vehicles are important indicating that informal illicit payments could cost a driver up to a million Birr on one trip.

"The revenue is basically lost on the road," he said.

Poor infrastructure and inefficient border management have created opportunities for administrative corruption which in turn increases transaction costs and lengthens delays, according to Dereje.

The re-establishment of a new Ethiopia-Djibouti Management Authority that oversees the overall road infrastructure was applauded by logistics researcher Mathiwos Ensemu (PhD).

He outlined the possibility of a joint investment scheme through which maintenance, monitoring, and control could be done under the Authority, signalling the necessity of digitising cargo tracking, and monitoring transits and corridors.

While advancing railway operation, Mathiwos indicated the concurrent development of alternative ports.

"Looking out for other strategic ports could be of use," he said.

The vast amount of resources required to fully address the problems in the corridor is deemed too heavy by industry insiders.