ISSA 

We cast Light on the Uncertainty 

INSTITUTE of SURVEYS 

and STATISTICAL 

ANALYSES 

Project for the evaluation of the Economic and Safety situation of 

the street transportation using a cost-effective methodology: the case 

of Cameroon 

Ramses Zang*; Sebastien Djienouassi**; Annie Laurence Mapondjou*** 

* Institute of Surveys and Statistical Analyses (ISSA)/Centre d’Etudes et de Recherche sur le Développement International

(CERDI); **ISSA/CERDI; ***ISSA/CERDI 

ISSA, PoBox: 33297 Yaoundé, Cameroun 

*zang_omer@yahoo.fr; **djienouassi@yahoo.fr; ***mapondj@yahoo.fr

Abstract 

This paper proposes a cost-effective project for the monitoring and evaluation of the street transportation’s 

economic and safety situation. It provides a sampling methodology and three data sources for that purpose. Whilst 

there is an increasing need for quality information on the street transportation, Cameroon as many other countries is 

facing a tremendous shortage on accurate information on the sector. This may be due among other reasons to a 

shortage of resources and to methodological difficulties favored by the amount of informal activities. We have 

proposed and tested a cost-effective methodology that allows a better handling of the sector in Côte d’Ivoire. This 

methodology considers street’s sections as a network where connection points are data collection areas (strata). It 

has been proven that these specifications make it possible to reduce some costs by halving the number of 

respondents for a given sample size. At a larger scale and with some technical improvements, we will apply it to 

Cameroon. Enterprises will be selected proportionately to their number exploiting a given street’s section. Two 

other samples (drivers and rides) will be deduced from the enterprises’ one. Managers of enterprises would be 

mainly answering questions regarding their feelings on the economic and safety tendencies of the sector. Drivers 

would provide for each way of their usual traffic lines, data on their personal and professional characteristics and 

their evaluation on several aspects of the risk accident in the country. Rides’ follow-ups would provide data on the 

state of vehicles and drivers at the departure point and their mood and professional behavior during the ride. 

Keywords: cost-effective, crossroad, statistical-unit, situation, safety 

I. Context and justification

Most of Developing countries still don’t accurately and regularly assess the situation of the street transportation 

[16], while a large priority is granted to other socio-economic surveys 1

. The other huge challenge that researchers 

and surveyors face in the area of street transportation is the existence of a big proportion of informal activities 

making any attempt of proper evaluation hard and uncertain. 

Economically, it is largely admitted that transports infrastructures and fluent traffic contribute significantly to 

decrease the time and the cost spent to movement of people and goods. Thus, a good transportation system make 

easier the access to services and goods or the delivery of local products to places (indoors and outdoors) where they 

are needed the most. These theoretical allegations are largely proven for both developed and developing countries. 

In the contrary, impaired driving and inadequate road infrastructures lead, for instance, to: human losses most 

concentrated in the working class, tremendous deficits in the car insurance market, etc. On that last aspect, high 

accident rates harden the indemnification and gives way to high insurance fares [16]. Safe and well organized road 

traffic [11] is therefore, fundamentally important to every country aimed at combining economic prosperity and 

social welfare (AFD, 2009) [1]. 

 

1 See all “bulletin d’Afristat” 
Furthermore, environmental issues dealing with transportation are more and more key topics in scientific and 

political debates. For instance, it is proven that private vehicles are at a certain level pernicious (environment safety 

[12], traffic jams, accidents, etc) in such a way that, sustaining the growth and a better management of public 

transportations is nowadays a much promoted option. As a matter of fact, projects on that area are easily proven 

SMART2

. Interestingly, environment safeguarding incentives and rulings [4] adopted in many countries convey a 

clear message about the fact that among transportation ways, street transportation is a priority that even the growing 

ICT [18] sector is barely an efficient substitute. 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Regarding the health sector, it has been estimated that worldwide approaching 1 million people are killed in road 

crashes each year (Jacobs et al, 2000) [16] and road accidents will constitute in 2020 the third cause of burden of 

disease in the world putting it ‘ahead’ of respiratory infections, war and HIV (WHO/Harvard University, 

1996&2004) [16] [22]. Human damages on road accidents are ranked from any sort of disability (for victims and 

their family members) to trauma and death. 70% of car accidents occur in Developing countries and this figure is 

rather increasing sharply [16]. The burden of trauma and death due to road accidents weighs in a disproportionate 

manner on low and middle income countries, therefore contributing to deepen poverty and welfare gaps due to 

healthcare catastrophic expenses and or income losses. 

As a conclusion, road accidents are a major social and economic problem in developing countries. Unfortunately, 

among all public systems the large majority of people use every day, transports one is the most complex and 

hazardous (Peden et al., 2004) [21]. For developing countries-under constraints of fast growing populations and road 

traffic-, that complexity and hazardousness make the road transportation sector very difficult to accurately manage. 

As a consequence, the management of the street transportation needs to be optimized at any level namely: the 

information system, the supply of infrastructure, etc. The first and foremost focus of any policy conception and or 

implementation on the issue has to be on a proper and continuous assessment of the situation. Methodological 

questions earn in such a context a primary interest. Interestingly, appropriate methodologies should allow 

overcoming all the bottlenecks while remaining affordable for public funds. 

The context of this survey proposal is intended to be Cameroon4 . Cameroon is a middle income country of 475,000 

km2 located in central Africa. It is constituted into 10 regions and contains about 18 million inhabitants. The country 

was traceable in 2001 on 50,000 km of street among which only 4,300 was asphalted5

. The country was gathering a 

rolling stock of 183,000 vehicles in 1992. This rolling stock was estimated to 210, 000 in 2000. According to the 

Ministry of defense, the number of road accident’s victims was 3,929 in 1995 (with 889 deaths). This figure has 

increased to reach the number of 4,222 victims in 1999 (with 686 deaths). Economically, the development of the 

continental, regional and sub-regional trade in Africa depends also on the existence of a viable common street 

network [9] and a better access to goods located in rural and hardly accessible areas [23]. Cameroon, with its 

strategic location in central Africa has to play an important role in the achievement of that challenge. Unfortunately, 

the street traffic is still mainly informal in rural areas [23]. The management of the traffic is still largely organized 

according to the rule “full before departure” and the public management of the sector is not well informed and 

seems not to be optimal. 

In Cameroon, a couple of reports can be found dealing with the issue of street transportation. One of these is a 

survey on the traffic safety undertaken by the Ministry of transports on May 2007 [13]. The methodology used for 

that survey was the filling of rides’ log-grid on the four main traffic sections of the country. Twenty formal 

transportation companies were part of the sample and 206 observations have been done. The survey does not attempt 

to present nationwide results but just an observation of interurban road sections considered the most hazardous of 

the country in a context of formality. Survey’s results established that among vehicles observed, many were not 

satisfying the requirements of a trustworthy car (good tires, safe glasses, regular painting, etc). In terms of security 

disposals, the large majority was not equipped with tools like first aid kits, fire extinguisher, etc. Moreover, more 

than half the cars were overloaded during their journeys, the majority of drivers was not wearing their seat belt 

during the whole ride and many of them were in high speed at least once including on road curves or when passing. 

As a whole, the survey has alleged that 70% of public transportation car accidents may be due to faulty driver 

behaviors. 

 

2 Significant, Meaningful, Appropriate, Realistic, Trackable 

4 The most recent figures on the situation of street transport are not available, from our source, since 2000. These 

figures are coming from secondary sources (administration), they may therefore contain some limits. 

5 Data from the Ministry of Public Works in 2001 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Another survey, qualitative survey on companies’ Managers and Drivers, deriving from the conclusions of the 

above traffic safety survey has been conducted by sociologists [19]. O. Tatio and A Ngalamou, provided some 

results of focus group discussions with Drivers. The study had an objective of following-up the massive safety 

sensitization campaign of drivers undertaken by the Ministry. They found that, the knowledge of drivers on the issue 

of traffic safety was mostly either wrong or imprecise. Their awareness of the sensitization program put in place was 

not always clear and the observance of recommendations, insufficient. Some recommendations have finally been 

collected from drivers themselves. They recommended the insistence on the sensitization program, efficient street 

clearance (fallen trees, broken cars and trucks...), and the integration of safety management unit in their companies. 

One other simplified survey was targeting “buyers and sellers”6 traffic. Through that survey, the problem of 

passengers and goods overloading was mainly underlined as a very hazardous issue especially in rural areas (V. 

Meli, 2003). 

These studies lack methodological accuracy to be extended in a well defined population. The selection of samples 

are not reported to be randomized; sizes of samples are very small or too concentrated in a given location or aspect. 

Nevertheless, they have allowed us deciding to use pre-codified questions instead of opened ones in this project 

proposal. 

The structure of this paper is the following: at section 2, we briefly present the objectives, interests and expected 

results of the project; the characteristics of the study are presented at section 3, while sampling methodologies and 

collecting tools are discussed at sections 4 and 5. 

II. Objectives, interests and expected results 

2.1 Objectives 

The overall objective of the survey is to cost-effectively assess the economic and traffic safety situation of street 

transportation both in formal and informal sectors. 

Specific objectives are: 

- to produce tendencies on the economic activity of formal and informal street transportation and 

- to evaluate main aspects surrounding accident’s risks and accident’s risks management. 

2.2 Interests 

The sector of street transportation is a cross-sector integrating Health (risk accident-emergency cares), Infrastructure 

(public works), small scale businesses (agriculture, trade), Tourism, Environment and some others. 

Any long-term effective strategy to reduce impaired driving accidents and economic losses due to road traffic 

hazards in developing countries will need the support and encouragement of the government. In order to make 

politicians and policy makers support such activities it is necessary to persuade them about the ‘true’ size of the 

problem and provide convincing evidence about the social and economic cost. So, in addition to lower costs targeted 

by this project, proposing a cost-effective project for the proper assessment of the whole situation of street 

transportation could allow authorities to get access to a better information therefore giving way to better policies. 

A well designed survey on the sector could also directly: 

- Improve the standard of the dialogue between public authorities and transporters’ unions; 

- provide business opportunities and better safety management to companies or organization working on that 

issue, and 

- be used as reliable datasets for various cross-sectional and time series analyses. 

2.3 Expected results 

Based on the objectives above, main results expected from the survey are the following: 

- a description of the economic situation on the sector of street transportation in Cameroon by assessing the 

level of production, constraints linked to the activity, some improvements perspectives, etc; 

- a detailed knowledge on the dynamic of the sector on a 12 trimesters period underlining seasonal 

influences; 

- a report displaying the main causes of main risks’ accident and 

- a leaflet on the activity summarizing the main indicators at national and regional levels. 

III. Characteristics of the survey 

 

6 basic goods traders at a very small scale 
3.1 Field and statistical units 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Geographically, the field of the study is the national territory of Cameroon. The study will be focusing on all 

transportation enterprises. In stage 1, we will handle only interurban formal or informal enterprises while stage 2 

will consider only the rural sector (inter-rural or urban-rural). 

The first level’s statistical unit is a transportation enterprise on a given street section. In the first stage, it will be all 

about any enterprise considered, formal or informal by the Ministry of Transports that is, being registered in the 

country’s file and getting a tax registration number or not. We will undertake a check-up of the file of enterprises of 

the country to update it. 

Individuals to be surveyed are: enterprises, drivers and rides. Therefore, cross-analyses through the three data sets 

will also be possible. 

3.2 Stratum definition 

Given that analyses will be held at national and regional levels, in order to consider regional disparities we have 

specified 5 strata (connection points or cross-roads) corresponding to 5 data collection points. These strata will be 

connecting the 21 street sections to survey. In fact, the interurban streets’ network is defined as a set of streets 

connecting cities of at least 20,000 inhabitants. 

3.3 Seasonality 

Transportation activities are subject to important seasonal changes. In Cameroon, these seasonal changes obey to 

some key moments of the year (school start, national and or tribal celebrations, religious celebrations, massive 

holiday periods, etc.). In order to take into account this seasonality, that may otherwise affect our conclusions, the 

survey would be held within a four breaks timing (December, March, June and September). This timing would allow 

the proper computation of seasonal coefficients of the activity. At the enterprise level, the same units will be 

surveyed during the period in order to constitute a panel. Seasonality analysis will be realized upon every indicator 

using a two factors’ ANoVA7 namely the periodicity of the survey within the year and the stratum. 

IV. Sampling methodology 

4.1 Methodological review 

Statistical methodologies used to produce information on the movement of persons and goods are sometimes 

classified in a field called origin-destination surveys. These surveys are basically conceived in their aspects of 

persons transportation to be implemented on consumers, that is, citizens. Aspects traditionally evoked are: purposes 

of journeys, fares, characteristics of travelers, etc. Obtaining a sufficient and representative sample taking into 

account seasonal changes is time, resourceful and budget very consuming. Moreover, much basic information on the 

universe is required to constitute a sample likely to be extrapolated. In fact there is a need for an estimation of the 

number of journeys according to street’ sections exploited and other basic traffic information distributed periodically 

[6]. In some developed countries (Canada, France), budgetary constraints oblige surveyors to phone respondents or 

to mail them questionnaires with all the limits that such an approach could hide [7]. For specific matters dealing 

with transportation of dangerous goods, some methodologies are taking transportation enterprises [14] as statistical 

units. In Developed countries, information regarding road safety are usually provided by national security agencies. 

These information are double-checked through field surveys. Developing countries are missing numerous of these 

requirements. Shortage in terms of budget, wrong or missing basic information on the universe and week or 

unavailable road safety information systems are some of the drawbacks preventing the total transposition of existing 

methodologies to many developing countries. Meanwhile, a former paper by us is presenting a cost effective 

approach tested in Côte d’Ivoire [24]. This methodology focuses on enterprises and seeks to provide among other 

aspects, data on origin-destination issues in countries facing shortage on basic reliable information and budget. It 

optimizes the budget’s balance of the survey by exploiting the configuration of the traffic network, the mobility of 

drivers and the assumption that cities located on connection-points of the interurban street network are strata and 

transportation enterprises, the first level of statistical units. These guidelines allow distributing surveyors only on 

connection-points of the network instead of targeting every terminal. In fact, the implementation of that sampling 

method allows to save as we have shown, 1⁄2(an+bDS) CU (currency unit) from the traditional sampling method’s 

budget. a here is the per unit fare of surveyors salary, b is the per unit fare of surveyors transportation, n is the 

sample size, D and S respectively the total distance ran by interviewers and the number of strata under the traditional 

methodology. See the proof below. 

4.2 The cost-effectiveness of the methodology proposed 

To show the cost-effectiveness of the methodology we are proposing, we will match the classical methodology (M1) 

- consisting in targeting all terminals of the network for collection purposes - with the simplified methodology (M2) 

 

7 ANalysis of VAriance 
targeting only strategic cross-roads. Therefore, we will establish the difference in terms of budget between the two 

[24]. 

Let’s call 

B: the total amount of the budget, 

nt : the number of respondents, so that nt = n/2, 

S: the number of strata(provinces’ terminals in M1) targeted, 

D: the total distance ran by surveyors in M1, 

Z: The number of strata in M2), so that ZS/2 (assuming that every terminal is linkable through a direct or indirect 

path to another), 

a: staff fare per surveyor, 

b: transportation fare per surveyor. 

 

 

 

 

 

 

We assume that the budget of a survey is constituted into: questionnaires printing costs (FQ), staffing costs (FPT), 

surveyors transportation costs (FD). 

Notations with stars refer to M2 and those without, to M1. 

The implementation of M2 allows to deduce that : questionnaires fees are constant for the two methodologies, 

staffing cost are proportional to the number of respondents, that is, n for M1 and nt for M2, and these transportation 

fees are proportional to the number of strata, that is, S for M1 and Z for M2. 

For M1, 

B = FQ + FPT + FD = FQ + an + bSD 

For M2, 

an B* = FQ * +FPT * +FD* = FQ + + bZD 

2 

From above, we can deduce that B*<B. 

S

As Max(Z) = , we can therefore assess the minimal cost-saving (gem) that we earn using M2 in function of n and 

2 

S. 

1 So: gem = B − B* = (an + bDS ) 2 

4.3 The universe 

The universe is constituted into interurban enterprises per section. These enterprises are to be collected at 

decentralized transport’s public services and other sources (unions, referents at pick-up points, etc.). We will also 

estimate these size using nationwide surveys (EESI, CNPS enterprises’ census). Table 1 shows for every 

stratum, all the targeted road’s sections. 

Table 1: Interurban streets targeted 

N° Collection points Supervision City Sections9

Bafoussam-Bamenda 

1 Bafoussam Bafoussam-Dschang 

Bafoussam-Foumban 

Bafoussam-Nkongsamba-Kumba-Buea 

2 Bertoua Bertoua-Ngaoundere 

 

9 See Cameroon’s map in appendix 1 
 

 

 

 

 

 

Bertoua-Yokadouma 

3 Douala 

Douala-Buea-limbé 

Douala-Edea-Yaounde 

Douala-Nkongsamba 

4 Garoua 

Garoua-Maroua 

Garoua-Ngaoundere 

Yaounde-Bafoussam 

5 Yaoundé 

Yaounde-Bertoua 

Yaounde-Ebolowa-Kribi 

Yaounde-Edea-Kribi 

Source: Authors 

4.4 Samples design 

We applied a two level randomized sample design where strata are defined as above. At the first level, in every 

stratum, we will sample enterprises with respect to their section and their status (formal or informal). The sampling 

will be held without replacement with equal inclusion probability10. At the second level, two parallel samples will 

be withdrawn from the enterprises’ one: a sample of drivers and one other of rides. The number of drivers to 

interview for each enterprise will be proportional to its size out of its stratum’s one. The sample rate of rides will be 

computed after have collected from enterprises, estimations of the total numbers of rides operated during the 

trimester. 

4.5 Extrapolation coefficients 

At the first level, the probability to sample one enterprise k operating on the section j of the stratum i is: 

P1

k = nji/Nji 

Where Nji = total number of enterprises operating on the section j of the stratum i; 

nji= number of enterprises sampled on the section j of the stratum i, i=1 à 5. 

The extrapolation coefficient of the enterprise k will be the inverse of the inclusion probability above: Ck=Nji/nji 

At the second level, the probability to sample a driver from the enterprise k is: 

P2

k = dijk/Dijk 

Where: dijk = number of drivers sampled and interviewed from the enterprise k operating on the section j of the 

stratum i and Dijk= total number of drivers of the enterprise k operating on the section j of the stratum i. 

The probability to sample a driver from a enterprise k operating on the section j of the stratum i is therefore: 

P P1

kP2 = n d /N D . kD = k ij ijk ij ijk 

We can deduce the extrapolation coefficient of a driver as the inverse of the inclusion probability to sample him 

from enterprise k, that is: 

 C = N D /n d ; kD ij ijk ij ijk 

The size of the sample of rides rijk will be obtained as follow. The data collection will happen all along the trimester. 

The surveyor will make a certain number of rides per week. He will alternate as much as possible his scheduling 

according to the beginning-middle-end of the week and according to beginning-middle-end of the day. The table 

below shows the number of rides to follow-up per week according to the distance to run per ride. 

Table 2: Rating of number of rides to follow-up 

 

 

Distance Number of rides per section 

Less than 300 km 5 rides per way, per week 

10 

 

for the first time we will still not know the size of enterprises to be able to use unequal probabilities 
 

 

P3

k = rijk/Rijk 

Where: rijk = number of rides sampled from the enterprise k operating on the section j of the stratum i and Rijk= total 

number of rides declared by the enterprise k operating on the section j of the stratum i. 

The probability to sample a ride from an enterprise k operating on the section j of the stratum i is therefore: 

 

 

 C = N R /n r . kR ij ijk ij ijk 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

More than or equal to 300 km 4 rides per way, per week 

The inclusion probability will then be: 

P P1

kP3 = n r /N R . kR = k ij ijk ij ijk 

As on top, we will deduce the extrapolation coefficient of a ride as the inverse of the inclusion probability to sample 

a ride of the Enterprise k, that is: 

Horvitz-Thompson estimators will be used for our totals and variances. For a given variable Y, we will have ) ) n 1 V ( y)

2 

Y =  ) ) y and V (Y ) = (N − n) as estimators of the total and the variance of the total respectively. 

p n 

p is a given inclusion probability. 

V. Questionnaires and interviews 

Three questionnaires [10] are designed for the project: enterprises’ managers, drivers and rides. 

Units of production (enterprises) will be mainly answering questions regarding the tendencies of the sector, their 

capacities (available fleet and staff), the labor force market, the costs of production and the accident risk 

management [8]. 

Drivers will be answering questions for each way of their usual traffic line on their personal and professional 

characteristics, the characteristics of their most usual car, variations on the level of activity and their appraisal of the 

risk accident management in their company and in the country. 

Direct follow-ups grids filled by an unidentified surveyor during the ride (adapted log-book system [5]), will be 

providing the following items for the sample of rides: states of vehicles and drivers at the departure point and moods 

and professional behaviors of drivers during the ride. The follow-up process has to be operated by surveyors 

showing a driving license and some experience as a driver. The table below specifies better the various items 

included in the survey. 

Table 3: Items to survey 

Items Objective Main indicators/variables 

Characteristics of the 

enterprise 

• Listing of the characteristics of 

the enterprise 

- Geographic situation, ; 

- Enterprise size ; 

- Production capacity ; 

- Business turnover ; 

- Experience on the road section, etc. 

Economic situation • Evaluation of the economic 

situation of the sector 

- Tendency of the business during/for the 

last/for the next three months ; 

- Evolution of prices (upper and downward 

seasons) ; 

- Evolution of production costs 

- Evolution of the treasury, etc. 

Safety management • Evaluation of the safety 

management 

- Number of drivers (confirmed and 

temporary) ; 

- Evolution of the number of drivers per 

season ; 

- Difficulties to find experiment drivers; 

- Safety management standards. 

- Measures implemented for the security of 

passengers ; 

- Measures implemented to avoid overloads 

and speed excess. 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Characteristics of 

Drivers 

• Listing of the Drivers’s 

characteristics 

- Age ; Sex ; Level of schooling ; 

- Driving experience ; 

- Driving license category. 

Characteristics of • Listing of vehicle’s - Capacity ; 

vehicles characteristics - Weight capacity; 

- Equipment (outdoor rear-view mirror, 

luggage storage, etc 

Health and safety • Evaluation of the potential risks 

of accidents 

- Standard of equipping (tires, rear-view 

mirror, luggage storage, etc.); 

- Availability of the maintenance certificate, 

- Availability of the first aid kit ; 

- Quality of the road and traffic signals 

according to Drivers ; 

- Density of the traffic during upper seasons; 

- Number of rides per Driver per day ; 

- Frequency of trainings and medical 

consultation per Driver; 

- Physical handicap situation of the driver ; 

- Mood of Driver ; 

- Number of extra-passengers embarked ; 

- Behaviors during rides (Drive left, speed 

limits, curve at high speed, seem tired, 

seem drunken, etc.) 

- Complaints of passengers, etc. 

Some of the questions asked to drivers are directly observed in the follow-up grid. The interest of such an approach 

is the double check of some answers. Similarly, we have decided to double check some structural and safety 

questions by asking them both to managers and drivers. The questioning process will be held as follow. A duo will 

go to a selected travel agency. One of them (predetermined) in the absence of the other will question the manager as 

well as the number of drivers sampled from the enterprise. Rides follow-ups will be done as described above (4.4 

extrapolation’s coefficients). 

As we also seek to provide analyses linking rides to personal and professional drivers characteristics, we intend to 

achieve that by sorting rides followed-up according to these characteristics using the criterion of car registration 

numbers observed during the follow-up and the car declared to be most currently driven by a given driver. As one of 

registration numbers is based on a declaration, we will check the consistency of the sorting process by performing 

the same analyses on medians per enterprise. 

Conclusion and discussion 

Given the shortage of accurate information on street transportation in many developing countries like Cameroon, our 

aim in this project-paper was to build a cost-effective and extendable methodology facing as much as possible 

budgetary and technical constraints found in that part of the world. The stage I’s methodology is considering the 

interurban street transportation of people in Cameroon to provide data and information every trimester on the 

economic and safety situation of the sector. It seeks also to build a three years panel on enterprises in the sector. 

This methodology considers street’s sections as a network where connection points are data collection-points (strata) 

and enterprises, the first level of statistical units. It has been proven that these specifications make it possible to 

reduce some costs by halving the number of respondents for a given sample size. For Cameroon, this methodology 

will be using the set of cities of at least 20,000 inhabitants from which 21 street’s sections corresponding to 5 

connection-points are specified. Enterprises would be selected proportionately to the number of enterprises 

exploiting a given street’s section at the second level of statistical units. Two parallel other populations will be 

deduced from enterprises one. Three main datasets for the interurban formal traffic are on target: representatives of 

units of production, drivers and a defined sample of rides follow-ups information. Enterprises will be mainly 

answering questions regarding the tendencies on the sector, the costs of production and the accident risk 

management. Drivers will be providing for each way of their usual traffic line, data on their personal and 

professional characteristics and the situation of infrastructure and traffic, etc. Rides’ follow-ups will be providing 

data on the state of vehicles and Drivers at the departure point and the mood and professional behavior of drivers 

during the ride. 

The methodology has some limits. Firstly, the extrapolation coefficient of rides is not very rigorous due to the 

difficult synchronization of the population estimation (obliging its post-sampling), follow-up data collection, other 

activities scheduled on the survey and the limited term to make a final report available on a situation survey. 

Secondly, the methodology will certainly not be able to fill the gap as a consumer sample would have done in an 
 

 

 

 

 

 

 

 

origin-destination survey. Meanwhile, an approximation of that aspect will be obtained from the experience of 

drivers. Still, safety and economic aspects would be deeply informed at a lower cost. 

The rural sector methodology will bind cities to rural areas or rural areas between them. It will require larger 

samples and presumably more resources than the interurban stage. 

Acknowledgements 

We thank the other ISSA’s staff members for their contribution. We are grateful to the National Institute of 

Statistics-Cameroon for information put to our disposal. We can’t close this session without thanking Chistopher 

Grigoriou, PhD for his critical reading of the paper. 

References 

[1] Agence Française de Développement, Transport routier, Editorial du site web (www.afd.fr), 2008 

[2] Bekolo-Ebe B., Touna M. et Fouda S. M., dynamiques de développement : débats théoriques et enjeux 

politiques à l’aube du 21eme siècle (mélange en l’honneur de Walter Ngango), Paris, Montchretien, 2003 595P. 

[3] Brochure pour la journée mondiale de la santé, L’accident de la route n’est pas une fatalité, 07 avril 2004 

[4] Fanell I. The competency Toolkit, Fenman, Ely Cambs, 2004 

[5] Golob T.F.et Meurs H., 1986, Pour une sélection d’applications 

[6] Gouvernement du Québec, Enquêtes Origine-Destination », méthodologie des enquêtes, 1994 

[7] Gouvernement du Quebec, Projet de train rapide Quebec-Ontario : sondage auprès des voyageurs, 1994 

[8] Gouvernement Français, Bilan social du TRV, SOeS, 2006-2007 

[9] Hammouda H. B., Les transports et l’intégration régionale en Afrique, UN (Commission économique pour 

l’Afrique), 2007 

[10] Institut National de la Statistique-Cameroon, Enquête trimestrielle de conjoncture sur la situation et les 

perspectives dans l’industrie, 2009 

[11] Institution d’émission des départements d’Outre-mer, le développement du transport urbain et interurbain en 

Martinique, N°48 de décembre 2007 

[12] La lettre de l’Union Routière de France, Mobilité et Transports durables, N° 24, 2007 

[13] Ministère des Transports du Cameroun, survey on the traffic safety, 2007 

[14] Ministère des transports-Québec, Enquête Origine-Destination du transport des matières dangereuses en 

Montérégie : Questionnaire transmis aux entreprises, 2003 

[15] Owen B., Empirical likelihood, CRC press, P.171-180 

[16] Odero W. and al. Improving Road Safety by Reducing Impaired Driving in Developing Countries: a 

Scoping Study, UK’s Departement of International Development (DFID) and Transport Research Laboratory (TRL), 

2003 

[17] Priyanthi F. & Porter G., Balancing the load: women, gender and transport, London et New York, Zed Books, 

2002, 291p. 

[18] Schwalbe K., IT Project Management, 4th Edition- Thompson course Tech, , 2004 

[19] Tatio O. and Ngalamou A., 2007, qualitative survey on enterprises’ managers and drivers, Ministère des 

transports du Cameroun 

[20] Titi-Nwel P., Entre la ville et la campagne : la route, in citadins et ruraux en Afrique Subsaharienne, 

Yaoundé, Cahier de l’UCAC, N°4, 1999. 

[21] Toroyan T, Peden M (Editeurs). Les jeunes et la sécurité routière, Genève, Organisation mondiale de la Santé, 

2007. 

[22] WHO (sous la direction de Margie Peden et al.), Rapport mondial sur la prévention des traumatismes dus aux 

accidents de la circulation, 2004 

[23] Wikipedia encyclopedia, Réseau routier, 2009) 

[24] Zang R., sondage simplifié et coût-efficace dans les enquêtes origine-destination de type entreprise, 

DUNOD, 2008 
 

 

Appendixes 

Appendix 1: Cameroon’s map 

Source: NIS-Cameroon 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

IDENTIFICATION 

TENDENCIES’ OF THE SECTOR 

PRODUCTION COSTS 

TREASURY 

0

1

2

3

Appendix 2: questionnaires 

Survey on the economic and safety situation of the street transportation 

Sample 1: Managers 

The information collected during this survey are strictly confidential according to the law N° 91/023 of December, 16 th 1991 

IDENTIFICATION

N° Questions codes Go to 

S0Q1 Questionnaire number |___|___|___| 

S0Q2 Date : |___|___|___|___|___|___| 

S0Q3 Surveyor name: |___|___|___| 

S0Q4 Supervisor name |___| 

S0Q5 Transportation enterprise: |___|___| 

S0Q6 PoBox : Town : Tel : Email : 

S0Q7 Cie’s Registration N°: Legal claim : 

S0Q8 Status: |___| (1. Formal 2. Informal ) 

S0Q9 Business turnover : .....................................................Fcfa 

TENDENCIES’ OF THE SECTOR

S1Q1 What have been the tendencies of the business during the last three months: (1. Increasing 2.Identical 

3. Decreasing) |___| 

S1Q2 What have been the tendencies of the prices during the last three months (1. Increasing 2.Identical 3. 

Decreasing) |___| 

S1Q3 Which tendencies do you forecast for the forthcoming months on your activities (1. Increasing 

2.Identical 3. Decreasing) |___| 

S1Q4 Which tendencies do you forecast for the forthcoming months on prices (1. Increasing 2.Identical 3. 

Decreasing) |___| 

S1Q5 Compare to the same period last year do you think your business was (1. Better 2.Almost the same 3. 

Worse) |___| 

S1Q6 Compare to the same period last year do you think prices were (1. Higher 2.Almost the same 3. Lower) |___| 

PRODUCTION COSTS

S2Q1 During the last three months production costs have (1. Increased 2.Been the same 3. Decreased) |___| 

S2Q2 During the last three months fuelling costs have (1. Increased 2.Been the same 3. Decreased) |___| 

S2Q3 During the last three months rental costs have (1. Increased 2.Been the same 3. Decreased) |___| 

S2Q4 During the last three months maintenance costs have (1. Increased 2.Been the same 3. Decreased) |___| 

S2Q5 During the last three months financial costs have: (1. Increased 2.Been the same 3. Decreased) |___| 

S2Q6 During the last three months other costs have ................ (name them) : (1. Increased 2.Been the 

same 3. Decreased) |___| 

S2Q7 Have you scheduled any investment on the 12 coming months? (1. Yes 2. No) |___| 2 ® S3Q1 

S2Q8 If yes which type? (1. Cars 2. New agencies 3. Long term training 4. Other) 

(specify)................................ |___| 

TREASURY

S3Q1 What have been the tendencies of treasury during the last three months ? (1. Increasing 2.Identical 3. 

Decreasing) |___| 

S3Q2 On which way the intensity of the business has influenced your treasury situation (1. Favorably 2. Notfavorably 3. Indifferently) |___| 

S3Q3 On which way credit grants have influenced your treasury? (1. Favorably 2. Not-favorably 3. 

Indifferently) |___| 

S3Q4 On which way the relation with your suppliers has influenced your treasury? (1. Favorably 2. Notfavorably 3. Indifferently) |___| 

S3Q5 On which way the reimbursement of your credits has influenced your treasury (1. Favorably 2. Notfavorably 3. Indifferently) |___| 

S3Q6 On which way any other operation (...........................) has influenced your treasury (1. Favorably 

2. Not-favorably 3. Indifferently) |___| 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

DRIVERS 

PRODUCTION CAPACITIES AND NUMBER OF RIDES 

SAFETY MANAGEMENT 

LOCATION 

IDENTIFICATION AND CHARACTERISTICS OF THE DRIVER 

4

5

6

0

DRIVERS

S4Q1 Attributed section Confirmed Temporaries 

From.........................................to............................................................. 

From.........................................to............................................................. 

From.........................................to............................................................. 

From.........................................to............................................................. 

From.........................................to............................................................. 

From.........................................to............................................................. 

From.........................................to............................................................. 

S4Q2 How do you forecast any staff modification for the three coming months in your enterprise ? 

(1. Increasing 2. Identical 3. Decreasing) |___| 

S4Q3 If increasing or decreasing, please precise the percentage (with a + or a –)? |___|___| 

S4Q4 Are you facing any difficulty to find qualified Drivers? (1. Yes 2.No) |___| 

S4Q5 Are you facing any difficulty to find experienced Drivers? (1. Yes 2.No) |___| 

S4Q6 How many Manager(s) out of the whole staff do you hire in your enterprise? (Write the number) |___|___|___| 

PRODUCTION CAPACITIES AND NUMBER OF RIDES

S5Q1 Number of cars 

Gas ................................................................................................. 

Gas-oil ............................................................................................. 

|___|___| 

|___|___| 

S5Q2 Please estimate the rate of exploitation of your available cars? |___|___| 

S5Q3 Please what is the number of rides you perform a trimester? |___|___|___| DK ®S5Q4 

S5Q4 Average number of rides per day on the last three months 

1st month ........................................................................................... 

2nd month ........................................................................................... 

3rd month ........................................................................................... 

|___|___|___| 

|___|___|___| 

|___|___|___| 

SAFETY MANAGEMENT

S6Q1 How many car accidents involving one of your cars have been notified during the last three months? |___|___| 0 ® S6Q3 

S6Q2 If any, what was the nature of the damages? 

(1. Material 2. Human 3. Material &Human) |___| 

S6Q3 Do you trust the Insurance arena in Cameroon? 

(1. Yes 2.No) |___| 

S6Q4 Do you implement any road safety policy in your enterprise? 

(1. Yes 2.No) |___| 2 ® END 

S6Q5 If yes, please mention some key elements: 

1 ......................................................................................................................... 

2 ......................................................................................................................... 

3 ......................................................................................................................... 

S6Q6 Departure policy: |___| (1. Scheduling, 2. Full before departure) 

Survey on the economic and safety situation of the street transportation 

Sample 2: Drivers 

The information collected during this survey are strictly confidential according to the law N° 91/023 of December, 16 th 1991 

LOCATION

N° Questions Codes Go to 

S0Q1 Questionnaire number |___|___|___| 

S0Q2 Date : |___|___|___|___|___|___| 

S0Q3 Surveyor’s name: ...................................................................................................... |___|___|___| 

S0Q4 Supervisor’s name ..................................................................................................... |___| 

S0Q5 Transportation enterprise: ............................................................................................. |___|___| 

S0Q6 Town......................................................................................... 

S0Q7 Place of interview (1. Headquarters 2. Agency 3. Elsewhere ) |___| 

S0Q8 Way : From___________________to_________________________ 

IDENTIFICATION AND CHARACTERISTICS OF THE DRIVER

S1Q1 Name: .................................................................................................................. 

S1Q2 Age: |___|___| 

S1Q3 Sex: 

(1. Male 2. Female) |___| 

S1Q4 Last class attended (SEE CODES) |___|___| 

1
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

CAR DESCRIPTION 

DRIVERS’ PERFORMANCES 

SECURITY DURING THE RIDE 

2

3

4

S1Q5 Marital status 

(1. Married 2. Single 3. Widow/widower 4. Divorcee/Separated) |___| 

S1Q6 Driving license category 

( A, B, D or E) |___| 

S1Q7 Primary occupation ................................................................................................... 

S1Q8 Secondary occupation ................................................................................................ 

S1Q9 Union affiliation (quote the name of the Union) .................................................................. 

S1Q10 Are you affiliated to the social security? 

(1.Yes, 2. No) |___| 

S1Q11 Years of experience in the driving profession |___|___| 

S1Q12 Years of experience in this enterprise as a driver |___|___| 

S1Q13 Is your salary satisfying you? 

(1.Yes, 2. No) |___| 

CAR DESCRIPTION

S2Q1 Is a car attributed to you by your enterprise? (1.Yes 2. No) |___| 

S2Q2 Describe the car you drive the most, 

What is- its brand? ................................................................................ 

S2Q3 -its Registration N° ? ..................................................................................... 

S2Q4 -its capacity (number of seats) (1. Less than 20; 2. 20- 35; 3. 36- 50; 4. More than 50) |___| 

S2Q5 -its transportable weight displayed in tons: (1. Less than 3; 2. 3- 10; 3. 11-20; 4. More than 20) |___| 

S2Q6 Is your maintenance certificate always updated? (1.Yes, 2. No) |___| 

S2Q7 Is the vehicle has a luggage storage (1.Yes, 2. No) |___| 2 ® S2Q9 

S2Q8 If yes, which type? (1.On top of the car; 2. Hold down the car ) |___| 

S2Q9 How are the tires looking like? (1.all of them are good; 2. Only part of them is good; 4. All of them are 

not good) |___| 

S2Q10 How is the windshield looking like? (1. Without stain and without crack 2. Cracked but clean 3. Cracked 

and stained) |___| 

S2Q11 How is the car painting and shape looking like? (1.Good and trustworthy; 2. Fairly good with some 

damages; 3. Bad and worrisome) |___| 

S2Q12 Which impression is the snoring of the car suggesting? (1. Smooth and trustworthy; 2. Too noisy and 

worrisome) |___| 

S2Q13 Is the car equipped with outdoor rear-view mirror at each side? (1.Yes, 2. No) |___| 2 ® S2Q15 

S2Q14 If yes how are these rear-view mirrors looking like? (1. Without stain and without crack; 2. Cracked but 

clean; 3. Cracked and stained) |___| 

S2Q15 Is the car equipped with an indoor rear-view mirror? (1.Yes, 2. No) |___| 2 ® S3Q1 

S2Q16 If yes, how is this rear-view mirror looking like? (1. Without stain and without crack; 2. Cracked but 

clean; 3. Cracked and stained) |___| 

DRIVERS’ PERFORMANCES

S3Q1 Do you have an Assistant for every ride? (1.Yes, 2. No) |___| 2 ® S3Q3 

S3Q2 Can he or she drive? (1.Yes, 2. No) |___| 

S3Q3 How many days do you work a week? |___| 

S3Q4 As an average, how many rides do you make per day |___|___| 

S3Q5 Time of the beginning in the morning :.....h......min 

S3Q6 Time of the beginning in the evening :.......h......min 

S3Q7 Frequency of training per year |___| 

S3Q8 Frequency of medical consultation in the enterprise per year? |___|___| 

SECURITY DURING THE RIDE

S4Q1 Which measures are implemented for the security of passengers at the embarkation point? (if there is none 

write down 0 in the box) 

1 ....................................................................................................................... 

2 ....................................................................................................................... 

3 ....................................................................................................................... 

|___| 

S4Q2 Which measures are implemented to avoid overloading of vehicles? (if there is none write down 0 into 

the box) 

1 ....................................................................................................................... 

2 ....................................................................................................................... 

3 ....................................................................................................................... 

|___| 

S4Q3 Which measures are implemented to avoid speed excess? (if there is none write down 0 into the box) 

1 ....................................................................................................................... 

2 ....................................................................................................................... 

3 ....................................................................................................................... 

|___| 

S4Q4 Do you have any fire extinguisher in your car? (1.Yes, 2. No) |___| 

S4Q5 Do you have a first aid kit in your car? (1.Yes, 2. No) |___| 

S4Q6 Can you provide the first aid? (1. Not at all, 2.Well 3. Very well) |___| 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

THE STATE OF THE ROAD AND ACTIVITY 

IDENTIFICATION 

PORTRAIT OF THE DRIVER BEFORE THE DEPARTURE 

DESCRIPTION OF THE CAR AT THE DEPARTURE POINT AND EXTRAS 

5

0

1

THE STATE OF THE ROAD AND ACTIVITY

S4Q7 How do find your everyday the road? : (1. Not good 2. Fairly good 3. Good) 2, 3 ® S5Q10 

S4Q8 if not good, quote some of the problems: 

1 ....................................................................................................................... 

2 ....................................................................................................................... 

3 ....................................................................................................................... 

S4Q9 How do you find the distribution of traffic signs? (1. not good 2. fairly good 3. good) |___| 2, 3 ® S5Q10 

S4Q10 if not good, quote some of the problems 

1 ....................................................................................................................... 

2 ....................................................................................................................... 

3 ....................................................................................................................... 

S4Q11 How many emergency care services do you know on your everyday way ? |___|___| 

S4Q12 Can you propose for the last three months upper and downward seasons of the activity ? (please specify 

the way of the traffic)(1.up, 2.down) 

1. from................................... to .......................................|___| 

2. from...................................... to ........................................|___| 

3. from.................................... to ....................................... |___| 

S4Q13 what is, as an average, the number of rides you make a day during upper seasons 

S4Q14 what is, as an average, the number of rides you make per day during downward seasons 

S4Q15 how is the density of the traffic during upper seasons: (1. Almost unmanageable 2. Manageable 3. Not a 

problem) 

S4Q16 which fares are practiced during upper seasons?:...................................fcfa 

S4Q17 which fares are practiced during downwards seasons ?: ...........................fcfa 

S4Q18 which luggage do you usually carry on : your way going |___| and your way back |___| ? 

(fill the blank by one of the following answers 1.travelers suitcases and bags, 2. manufactured goods, 3. 

crops, 4 animals (livestock), 5.flammable products) 

Survey on the economic and safety situation of the street transportation 

Sample 3: Rides’ follow-up 

The information collected during this survey are strictly confidential according to the law N° 91/023 of December, 16th 1991 

IDENTIFICATION

N° Questions Codes Go to 

S0Q1 Questionnaire number |___|___|___| 

S0Q2 Date : |___|___|___|___|___|___| 

S0Q3 Surveyor’s name: ...................................................................................................... |___|___|___| 

S0Q4 Supervisor’s name ..................................................................................................... |___| 

S0Q5 Transportation enterprise: ............................................................................................. |___|___| 

S0Q6 Embarkation point ..................................................................................................... 

S0Q7 Way : From___________________to_________________________ 

S0Q8 Car registration N°:........................................................ 

S0Q9 Departure time: |___|___|___|___| 

S0Q10 Arrival time: |___|___|___|___| 

S0Q11 Is the car is going on due time: |___| (1. Yes, 2. No) 

PORTRAIT OF THE DRIVER BEFORE THE DEPARTURE

S1Q1 How can you describe the build of the Driver? (1. Big; 2.Normal; 3. Small) |___| 

S1Q2 Is the Driver having any physical handicap? (1. Yes; 2. No) |___| 

S1Q3 Is the driver participating to the boarding of passengers and to the loading of luggage? (1. Yes; 2. No) |___| 

S1Q4 Does he seem to have drunk alcohol? (1. Yes; 2. No) |___| 

S1Q5 What is his mood? (1. Calm; 2. Excited; 3. Angry) |___| 

S1Q6 How is he behaving with passengers? (1. Gently 2. Distantly; 3. Aggressively) |___| 

DESCRIPTION OF THE CAR AT THE DEPARTURE POINT AND EXTRAS

S2Q1 Are luggage secured before the departure? (Hold well closed and covered)? (1. Yes; 2. No) |___| 

S2Q2 How do you appreciate the weight of luggage loaded? (1.below the capacities; 2. Normal; 3. Beyond 

capacities) |___| 

S2Q3 How many extra-passengers are embarked at the station? (write down zero if none) |___|___| 

S2Q4 How many extra-passengers are embarked on the way? (write down zero if none) |___|___| 

S2Q5 How are extra-passengers seating in the car? (1. On an extra bench designed for that purpose; 2. By 

tightening other people in the car; 3. By tightening the driver himself; 4. Somewhere on the car’s floor) |___| 

2
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

FOLLOW-UP DURING THE RIDE (COUNT DOWN EVENTS) 

REACTIONS OF PASSENGERS 

3

4

FOLLOW-UP DURING THE RIDE (COUNT DOWN EVENTS)

Attitudes and reactions of Drivers 

How many times during the ride, does the driver : Number 

S3Q1 Has stepped on or over lines on the street? |___|___| 

S3Q2 Has drove on the left side? |___|___| 

S3Q3 Has drove beyond the speed limits (120 km/h)? |___|___| 

S3Q4 Has followed too closely the car before him? |___|___| 

S3Q5 Has lost control of the car? |___|___| 

S3Q6 Has taken a curve on high speed? |___|___| 

S3Q7 Has unduly crossed over a car? |___|___| 

S3Q8 Has crossed over a car at a curve or a pick? |___|___| 

S3Q9 Has denied the priority to another street user? |___|___| 

S3Q10 Has done non-signaled steerages? |___|___| 

S3Q11 Has unwisely faced the appearance of an animal on the way? |___|___| 

S3Q12 Has unwisely faced the appearance of a person on the way? |___|___| 

S3Q13 Was talking with passengers about money or luggage, etc, during the ride? |___|___| 

S3Q14 Seemed more often distracted during the driving? |___|___| 

S3Q15 Seemed tired during the ride? |___|___| 

S3Q16 Has drank alcohol during the ride or a stop? |___|___| 

S3Q17 Has stopped the car abusively? |___|___| 

S3Q18 Is the Driver has his seat belt fasten? (1. yes, since the departure and the entire ride 2. Yes only at near 

police station 3. No, never) |___| 

S3Q19 

REACTIONS OF PASSENGERS

How many times does passengers complained about : 

S4Q1 Speed excess? |___|___| 

S4Q2 Hazardous steerages? |___|___| 

S4Q3 Uneasiness due to excess number in the car? |___|___|