Security-Driven Road Closures Squeese Motorists, Heavy Vehicles Drivers

Feb 28 , 2026. By YITBAREK GETACHEW ( FORTUNE STAFF WRITER )

The designation of "VIP roads" linking hotels, diplomatic centres, and the airport has altered traffic dynamics in Addis Abeba. Restrictions affecting motorcycles and trucks over two tons were enforced beginning February 23, 2026. Riders serving high-demand areas such as Bole and Atlas say the closures have weakened business flows. Authorities maintain alternative routes remain available. Drivers counter that longer detours increase costs and erode earnings. Writes, YITBAREK GETACHEW, FORTUNE STAFF WRITER

The expansion of Addis Abeba as a diplomatic centre means that there is an increase in large events, causing street congestion. Though the new corridor development has improved the ambience of the city with a modern look, it has also led to the relocation or exit of many business ventures from the market from main roads.

Traffic congestion has become a common occurrence during certain grand events.  The road from Urael to Edna Mall to Bole Brass was finally completed just in time for the AU Summit after many months of waiting. As soon as the street decorations ended, heavy trucks and motorist have been restricted from utilising this road, making it a VIP Road for the comfort of international visitors.

Last week, more than 50 motorists were parked around Alemnesh Plaza on inner side of the neighborhoods away from the main road; they couldn't cross due to the restrictions. Some motorists were even seen carrying their delivery packages onto their shoulders to their bikes, desperate to complete their deliveries. The Addis Abeba police commission announced the restrictions starting February 23, 2026, by mentioning that penalties will be imposed.

At Namibia street, around Edna Mall, at Alemnesh plaza,  Asrat Haile parks his Motorcycle, waiting for work, he is a father who has supported his family for the past four years using his work as a motorcyclist. He describes himself as an experienced motterist, bearing the sole responsibility of providing for them through his labour on the road.

In the recent past, Asrat’s work was relatively stable, allowing him to earn a daily income of 1,000 to 1,500 Br based on the types of orders and the distance required to travel for the delivery. However, after the restriction, he experienced a drastic downturn in his livelihood, noting that his daily earnings had plummeted to as low as 400 Br.

"This decline to recent road closures specifically during high-profile events", he told Fortune, like the 39th ordinary session of the African Union Summit, which he says "scatters" the work and forces drivers into a state of "vanishing" where they struggle to regain their momentum. Even after resuming for fifteen days following a closure, he noted that work had still not returned to normal.

"When we are out of work, our customers turn to ride-hailing providers," he told Fortune. "Now, when I tell my customers I can’t pick their goods up on the main road, they simply say, ‘We’ll just call a ride.’ That’s it."

The physical act of navigating the city has become a "suffering" for Asrat. He explained that the other route from Bole to Arat Kilo is closed to them, and major transit points like Dembel Roundabout and Ghana Street around the Atlas hotel are no longer accessible. To reach destinations like Qera, from Brass, he is forced to take the long, exhausting detours through Chichinia and Bambis, navigating inner streets because the main regular roads are blocked for motorcycles.

"Sometimes, it's twice the length of the original road", he told Fortune.

Beyond the logistical hurdles, Asrat spoke of the daily hostility he faces. He described being insulted by other drivers and even having people roll down their windows to spit at him. While he acknowledges that some motorcyclists contribute to a bad reputation through theft, he maintains that the high speeds and aggressive driving people see are often forced by the demands of customers who insist on reaching places like Mercato in ten minutes.

In areas such as Ednamall and Alemnesh Plaza, the local economy is centered on food, electronics, and spare parts sectors, which rely on motorists for deliveries. Business owners argue that delivery services are now being forced to shift to bicycles and ride-hailing cars.

However, for time-sensitive deliveries, motorcycles remain the preferred choice. In Addis Abeba, there are more than 4,500 motorcycles currently in service, making the magnitude of these restrictions widespread.

Ultimately, Asrat’s story is one of survival in his profession. He believes that a dedicated path for motorcycles, similar to a bicycle lane, would provide a solution to these conflicts. For him, every day is a dangerous journey where " he sighs thank God" after safely returning home at the end of the shift.

Nebil Negash,22, another motorist who commutes to Edna Mall from Mercato to address his order for two electric light packages for an electronics shop, which the shop will resell. He has been a motorcycle deliveryman for more than two years of experience riding the busy streets of Addis Abeba. He is a member of a drivers' association and provides services from electronic instruments, spare parts, postal packages and other types of packages. His work is also supported by online orders, completing online orders and making direct deliveries to customers.

"Our work is not only delivering something, but it is about timing," he told Fortune about the road closure.

Nebil's daily activities are focused on the highly sought-after areas of  Bole Atlas, where he maintains a steady stream of deliveries for his regular customer base. Unfortunately, Nebil's business has been negatively affected over the past few days. He revealed that his business is "weakening" and "slowing down" due to the rising area restrictions and road closures.

Nebil specified that the road between Bole Brass to Atlas has been rendered inaccessible to him, which has resulted in his being unable to traverse his regular working areas. Although this has only been the case for the past three to four days, Nebil was highly worried about the effects of these closures. He stated to me that "the impact" of these road closures will be felt by him and other drivers in the future.

"If the business is interrupted for a week, it requires us to adapt to it all over again," he told Fortune, "if the government allows us to cross, it would minimise our costs."

Feeling the strain of these challenges, Nebil hopes the government will recognize the pressure on motorist delivery workers. He urges authorities to assess their situation and identify solutions that enable them to carry out their work without the obstacles they are facing currently.

Kidus Assefa, the Road Traffic Incident Management Team Leader at the Addis Abeba Traffic Management Authority, disclosed that the recent road closures are intended to reflect the city’s progress. According to Kidus, who was involved in the authority’s formation eight years ago, these specific routes were chosen primarily for the convenience of VIP guests and diplomats. He believes the restrictions will not negatively impact motorists or heavy trucks because alternative routes remain available.

The selection of these "VIP routes" is designed to clear the roads of motorcycles and trucks weighing over two tons. The goal is to improve security and provide a scenic, efficient path between diplomatic centers, hotels, and the airport.

"There are no special criteria; we simply identified this as the route most frequented by guests, and the restrictions were made accordingly," Kidus told Fortune.

Kibrom Alelign, manager of the Awa Motor Owners Association, representing 400 motorists, argues that road restrictions are expanding. He noted that the bans began earlier on the road from Bole Brass to Atlas and have now extended from Brass to Urael. When the association first sent a letter protesting the Bole Road prohibition, they received no response. Now, Kibrom is seeking a direct dialogue with government officials, stressing that these areas are essential for motorists.

"Most businesses are located in these areas," he told Fortune. "You’ll see many motorists there; most of them are currently out of work."

Kibrom indicated that motorists are always cooperative with government’s new operations pertaining to traffic flows. He also suggests that it would have been better officials hold discussions with them before imposing restrictions, but that has not yet happened. According to Kibrom, nine of the Motorcycle Owners Association and the Addis Abeba Police Commission alongside  transport officials will hold a quarterly meeting to address the issue.

For Kibrom and members of the association, operating motorcycles is their primary livelihood. He describes these specific locations as "core points," especially given the rising cost of living and gasoline prices.

"You can’t even cross the road from Bole Brass to Urael," he told Fortune. "If you plan to go from Atlas Qera, you’ll have to take the way through Hayahulet roundabout or go around the entire neighbourhood."

Kibrom strongly argues that access to this business hub is vital for their daily business to thrive. He points out that the restrictions not only hurt private owners, but also affect service-providing organisations. He is now calling for action towards finding a way to allow motorists to at least cross the restricted roads.

"Even if we are just allowed to cross the road, we can manage," he told Fortune. "We are incurring high costs by circling the area when we could be taking a much shorter route."

Kibrom argued that the entire supply chain is suffering. The sector supports many businesses from retailers and merchants to spare parts shops, all of whom are being negatively impacted by these restrictions.

On the other hand, heavy truck drivers are also facing new challenges due to the same restrictions. Habtamu Nahom, who drives his close family’s Sinotruck for construction projects, used to park his vehicle at construction sites along the road from Atlas to Hayahulet. Before the corridor development was completed, he was able to work in corridor project areas and even held a permit to drive during restricted hours.

While Habtamu acknowledges that the "VIP road" codes may improve road safety and reduce traffic congestion, he argues that a total, dramatic blockade is not the right solution. He resides around the Best Western Plus hotel, an area he frequently drives through for work.

"At night, I have to find specific places to park, but we can no longer use these routes to transport construction materials," he told Fortune. "Perhaps they assume that construction in this area is already finished, while it is not."

Habtamu believes that while alternative roads might provide a partial solution, most businesses are located on the main roads, making the detours difficult and costly. Since his business relies on monthly contracts, losing access to the area would be devastating, as his primary customers who sell construction materials are located there.

"The government must have a calculated solution for this," he told Fortune.

Kidus argues that most roads are functioning well and that significant investment has been made in their development to reduce traffic congestion and improve comfort for all users. The Traffic Management Authority provides data driven recommendations to the Addis Abeba Road Authority on how to construct and optimise these flows.

"We discuss when a lane will be constructed to keep quality, and that will avoid traffic congestion," he told Fortune.

The authority maintains that the closures are necessary because the city frequently hosts high-ranking international guests. Beyond improving the city's appearance, the strategy ensures that the busy route to Bole International Airport remains open for diplomatic travel and sightseeing. However, Kidus noted that the restrictions are not permanent if they proved to be problematic.

"If the restrictions cause a genuine, significant problem, they will be reassessed," he told Fortune. "The main idea is to avoid congestion and ensure comfort."

Regarding driver behaviour, Kidus believes that not all motorists reached at the same level of good discipline, necessitating a cautious government approach.

Since its formation eight years ago, the authority has implemented various national traffic laws, including peak-hour time limits. For heavy trucks, the authority mandates strict monitoring during the night and morning to avoid bottlenecks. While heavy trucks are the backbone of the economy, their movement is restricted during high flow periods unless a special permit is granted for urgent needs.

"In specific cases, we issue passes if necessary," he said, citing examples such as flower exporters, perishable goods, or urgent construction materials.

Currently, the Traffic Management Authority monitors motorists using GPS tracking. Every motorist is required to have a GPS device and wear reflective clothing, which helps the authorities to manage security and safety issues. Looking forward, officials noted that high-level events in the capital have provided valuable lessons in traffic flow management and the importance of proactive planning.

Belete Ejigu (PhD), a lecturer in emerging metro systems at the Ethiopian Civil Service University, questioned why this road is being treated differently from others for specific strategic reasons. He explained that designating an "arterial road" for VIPs and government officials can be beneficial for diplomacy, though he acknowledged it presents significant challenges for motorists crossing the area every day. Belete believes the authorities must carefully calculate the utility of the road against the negative impact on those affected by the restrictions.

To effectively manage VIP routes, he noted that advanced technology, such as CCTV cameras, need to be put in place. He pointed out that in many other countries, these types of restricted movements are strictly for protocol. Furthermore, he suggested that while time limitations for heavy trucks can minimise traffic jams, the long-term effects remain to be seen.

While the stated aims are improved safety, tighten security and reduced congestion, Belete notes that ordinary motorists are bearing the brunt of the policy.

"The fundamental question is whether or not suitable alternative roads have been provided," he told Fortune. "We must examine the core objectives and the standards being applied."

He contends that developing countries can draw lessons from international practice, provided those models are tailored to local economic activity, daily routines and transport patterns.

Belete points to high-priority corridors in other capitals that link political and symbolic landmarks. In the United States, Pennsylvania Avenue in Washington, D.C., connects the White House and the Capitol, operating under heightened security and traffic control during state occasions. In the United Kingdom, The Mall in London serves as a ceremonial axis for royal processions, maintained to exacting standards. Such examples show how priority corridors facilitate official movement while projecting national stature.

"Addis Abeba is embracing this concept and attempting to align it with our own context," he said. "Yet poor driving discipline among some motorists may be prompting tougher controls."

He recommends a detailed policy review, concentrating on zones hosting key government institutions and diplomatic missions, to ensure the approach is targeted rather than sweeping.

PUBLISHED ON Feb 28,2026 [ VOL 26 , NO 1348]