Assessment of Cost Benefit Analysis Between Roadway and Cableway Transport Modes (A Case Study From Koladit Junction to Gishen Mariam Church)
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Date
2021-07
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Addis Ababa University
Abstract
Ropeways are potential means of transport that are adaptable to the existing terrain, and
an alternative transport solution for difficult topographical landscapes, manmade
obstacles, for instance Rivers, lagoons and estuaries. Ropeway decrease environmental
impact caused by road construction and energy efficient than most transport systems and
can be used in urban transport system to overcome the city traffic by installing intermediate
towers.
Before 19th centuries, in Ethiopia, China, Japan, Brazil, Newzland and India used
traditional cable car transport. Now a days, modern cable care were emerging specially in
Latin America, people were using cable car to connect unsuitable terrain type with human
or man-made berries and provide new perspective for viewing scenery as recreational
activities. The maximum capacity of the existing cable cars is 4000 person per hr with
maximum speed of 43.2km and the basic component of the Arial cable car is cabin, a
driver, returned terminal, towers and ropes.
The objective of this research is to explore an alternative means of transportation mode for
the road segments from Koladit junction to Gishen Mariam church. This section of the
road is found in a very difficult terrain with combination of steep gradient and winding
sharp curves to tackle escarpments and mountainous terrain. The problem of transportation
will not be solved only by constructing road up to the church from Koladit junction, but
also by introduction of other means of transportation that is suitable for its terrain type.
After collecting primary and secondary data from site during field visit, qualitative and
quantities, methods adopted to analysis the data. The site visit were made on one of the
peak season from between March 17, 2021 up to March 21, 2021 while the Meskel
celebration was on March 19. Generally, 55.49% and 64.67% of the pilgrims and peoples
living around the route have an interest to use cable car respectively. This helps to estimate
the number of people that will use the cable car after implementations and intern the
number of users is used for fix the average fair price. The estimated traffic used for
economic evaluation of both cable car and roadway are stated in the table below.
Table 0-1:- Estimated traffic for cable car
Descriptions L/Rover S/Bus L/Bus Total
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Total AADT @2021 estimated by Beza
Consulting
164 3 5 172
Percentage composition 95% 2% 3% 1
Total estimated traffic by local
administration 20,000
19,070 349 581 20,000
Total Estimated traffic 61,023 3,349 16,278 80,651
Source:- Estimations
Table 0-2:- Estimated traffic for road user
Descriptions Car L/Rover S/Bus L/Bus S/Truck M/Truck H/Truck Truck &
Trailer
Total
Total AADT
@2021
0 164 3 5 68 7 8 1 256
Percentage
composition
0 64.06 1.17 1.95 26.5 2.73 3.125 0.39 100
Source:- Estimations and adopted from the BCE data base
Economic analysis has carried out using HDM-4 model (version 1.1). The model, which
based on life cycle costing, used for assessing the costs and benefits of implementation
technologies. Within this framework, two mutually exclusive project alternatives i.e. i)
Construction of able car and ii) construction of road, have been considered for assessing
the economic viability against the do nothing scenarios. Based on the traffic and
engineering assessment, a comparison made between the construction of cable car and
implementation of upgrading the existing road to asphalt Concrete road.
Summary results of the economic analysis presented in Table 0-3 below.
Table 0-3: Economic Analysis: Summary Results (Do-minimum versus With the Project
Alternatives)
Scenarios Construction of cable car
Construction of road way
Base Case
IRR @ 10.23%
33.1% 26.8
NPV (In Million Birr) 18,851 220
Benefit Cost Ratio(B/C) 4.412 4.294
Cost Increased by 20 %
IRR @ 10.23%
31.7 24.4
NPV (In Million Birr) 18,625 207
Benefit Cost Ratio(B/C) 4.367 3.599
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Scenarios Construction of cable car
Construction of road way
Benefits decreased by 20%
IRR @ 10.23%
26.7% 23.5
NPV (In Million Birr) 13,716 163
Benefit Cost Ratio(B/C) 3.165 3.435
Cost Increased by 20% & Benefits decreased by 20%
IRR @ 10.23%
26.0% 21.1
NPV (In Million Birr) 13500 150
Benefit Cost Ratio(B/C) 3.13 2.879
Source:- Out put from HDM4
The economic analysis, as well as overall engineering and traffic assessment show that
both proposed technologies are economically worthwhile based on direct traffic benefits.
However, the economic parameters of cable car is higher than the construction of road. In
addition, users benefit for cable car: user cost savings including travel time is more viable
than for the implementation of road. The EIRR of the project investment for cable car is
33.1%, which is higher than the EIRR of road construction. Even under the most
pessimistic scenario of 20% increase capital cost and 20% decrease in project benefits, it
yields an EIRR of 26.0% still higher value from the road construction (i.e., considering the
cut-off rate applicable in Ethiopia is 10.23%). In addition, the fair price for transportation
of cable car was estimated at an averagely price of 46.25birr per trip. For fair price analysis
yearly pilgrim’s growth rate and inflation rate was used.
This assessment revels that the installation of cable car on rugged terrain with man mad
and natural barriers, with seasonal traffic, with limited right-of-way and with beautiful
landscape areas, is more viable than construction of roadways. Hence, this research
presents the cost benefit analysis between cable car and road way construction in the case
of Koladit Junction to Gishen Mariam Church which is located in northern part of Ethiopia
around 482 km from Addis Ababa.