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THE FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIA

MINISTRY OF INFRUSTRUCTURE

ETHIOPIAN ROADS AUTHORITY

RSDP Overall Physical Accomplishment


(1997-2004)

RSDP Overall Financial Accomplishment


(1997 - 2004)

(106%)
13125

14000

16,000.0
14,017.8

12000

14,000.0

10000

12,000.0

8000

Plan

6000

Actual

4000

(130%)
4416

Birr (in Million)

Length (in km)

12377

(91%)
12,773.4

10,000.0
Plan

8,000.0
6,000.0

3400

Actual

(130%)
5,598.2
4,313.8

4,000.0

2000

2,000.0

0
RSDP II (2 1/2 yrs.)

RSDP (7 1/2 yrs.)

0.0
RSDP II (2 1/2 Years)

RSDP (7 1/2 Years)

MID TERM REVIEW OF RSDP II


ASSESSMENT OF ACCOMPLISHMENT

April 2005
Addis Ababa

Mid Term Review of the RSDP II: Assessment of Accomplishment

TABLE OF CONTENTS

Executive Summary .......................................................................................................... 3


I.

GENERAL................................................................................................................. 7

II.

RSDP I.................................................................................................................... 7

III.

RSDP II .................................................................................................................. 8

IV.
SEVEN AND HALF YEARS ASSESSMENT OF RSDP ................................. 9
4.1. Physical Components of the Program............................................................... 10
4.1.1 Accomplishment achieved during two and half years of RSDP II .................. 10
4.1.2 Overall Accomplishment achieved during RSDP I & II (7 years) .............. 12
4.2 Policy and Capacity Building Projects ................................................................... 18
4.2.1 Improving Network Planning .......................................................................... 18
4.2.2 Maintenance Financing & Technical Auditing................................................ 19
4.2.3 Institutional Building and Working Atmosphere............................................. 19
4.2.4 Road Safety...................................................................................................... 20
4.2.5 Axle Load......................................................................................................... 21
4.2.6 The Federal Bridge Inventory and Inspection Works...................................... 26
4.2.7 National Transport Master Plan Study............................................................. 27
4.3
Impact of RSDP ................................................................................................ 28
4.3
Impact of RSDP ................................................................................................ 28
4.3.1
Impact on Accessibility............................................................................. 28
4.4.2 Impact on Quality ............................................................................................ 29
4.4.3 Impact on Mobility .......................................................................................... 29
V. Assessment Of Donors Participation In the RSDP Implementation.................... 30
Annexes
Annex 1
Annex 2
Annex 3
Annex 4
Annex 5
Annex 6

: Road Sector Development Program (Seven and half years Assessment)


: Physical Plan Vs Actual by type of Intervention
: Physical Plan Vs Actual by Financer
: Financial Plan Vs Actual by type of Intervention
: Disbursement by type of Intervention
: Overall RSDP Financial Plan

Ethiopian Roads Authority

Mid Term Review of the RSDP II: Assessment of Accomplishment

CURRENCY EQUIVALENT
Currency Unit
US$ 1.00

=
=

Ethiopian Birr
Birr 8.5

Glossary of Abbreviations
ADB
ADLI
BADEA
BMS
DCI
ERA
EU
GOE
IDA
MMS
MOI
NBRP
NDF
NTMP
OPEC
RRA
RSDP I
RSDP II
SDF
TA

= Africa Development Bank


= Agricultural Development Led Industrialization
= Bank of Arab for Economic Development in Africa
= Bridge Management System
= Domestic Construction Industry
= Ethiopian Roads Authority
= European Union
= Government of Ethiopia
= International Development Association
= Maintenance Management System
= Ministry of Infrastructure
= National Bridge Rehabilitation Program
= Nordic Development Fund
= National Transport Master Plan
= Organization for Petroleum Exporting Countries
= Rural Roads Authority
= Road Sector Development Program First Phase
= Road Sector Development Program Second Phase
= Saudi Development Fund
= Technical Assistance

Ethiopian Roads Authority

Mid Term Review of the RSDP II: Assessment of Accomplishment

Executive Summary
In the context of Ethiopias geography, pattern of settlement and economic activity it is
needless to say that transport plays a crucial role in facilitating economic development.
The need for people to move, utilization for natural resources, improved agricultural
production and market condition, access to social facilities, land utilization and a
sustainable growth all require transport as a catalyst. Recognizing the importance of the
road transport in supporting social and economic growth and in meeting poverty
reduction objectives, the Federal Democratic Republic of Ethiopia has placed increased
emphasis on improving the quality and size of the road infrastructure. To address the
constraints in the road sector related to restricted road network coverage and low
standards, the Government formulated a 10-year Road Sector Development Program
(RSDP, 1997-2007).
The program was launched with a very significant donor support to create adequate
capacity in the road sector, and to facilitate the economic recovery process through the
restoration of essential road network. The first five-year of the program (RSDP I), 19972002, was officially launched in September 1997, and has been successfully completed in
June 2002 with physical and financial accomplishment rate of 88 % and 77 %
respectively.
The first phase of RSDP (1997-2002) focused on the restoration of the road network to
acceptable condition. Specifically the Program focused on a) rehabilitation of main roads;
b) upgrading of main roads; c) construction of new roads; and d) effecting the necessary
recurrent and routine maintenance to the network. Side by side the Program also
considered major policy and institutional reforms. While the second on-going phase
(2002-2007) aims to consolidate the achievement in the first phase, it aims at increasing
the network connectivity and providing a sustainable road infrastructure to rural areas.
Presently, seven and half years have passed since the launch of the RSDP; the program
would extend up to the year 2007. Until end of December 2004, a total of 13,125 km of
roads were constructed, upgraded/rehabilitated and maintained of which 5,769 km are
federal roads and 7,355 km were newly constructed regional roads since July 1997. The
total cost of projects planned for execution during the same period amounted to Birr 14.0
billion (US$ 1.650 billion), while the total sum of money disbursed in the same period
amounted to Birr 12.8 billion (US$ 1.504 billion).
Of the total physical works registered so far 4,416 km road construction has been
completed during the second phase of RSDP II over a period of two and half years (July
2002 December 2004). During this period, 1308 km of roads were rehabilitated and
upgraded, 171 km were constructed as new gravel road and emergency/heavy
maintenance was carried out on 1581 km of asphalt and gravel roads. As compared to
planned target rehabilitation, upgrading and construction works exhibited about 111%,
142% and 94% accomplishment rate respectively. Moreover, Regional Road Authorities
planned to construct 1127km of rural roads and they managed to construct about
1276km of rural roads, which is 113% of the planned target. In addition to these,
detailed design/design review studies, feasibility and EIA studies have been undertaken

Data is only until June 2004.

Ethiopian Roads Authority

Mid Term Review of the RSDP II: Assessment of Accomplishment

for a number of projects. The expenditure on design/design review works is included in


the respective civil works for each road project. Accordingly, during 2 years of
RSDPII, a total sum of Birr 5.6 billion (US$ 0.7 billion) has been disbursed.
The total disbursement rate of investment on federal and regional roads in that order for
the 2 years of RSDP II is about 137% and 104%, whilst the corresponding physical
accomplishment is 135% and 120% of the planned.
Two & half years accomplishment of RSDP II
Physical (in km)
RSDP II
(2 years)

Plan
3400

Acco.
4416

%
130

Financial (in Million Birr)


Budget
4313.8

Disb.
5598.2

%
130

Over seven and half years civil works to date focused mainly on rehabilitation and
upgrading of main roads and construction of regional roads. During this period, it was
planned to rehabilitate/upgrade and construct 3,080 km of trunk roads at an estimated
cost of Birr 6.4 billion (US$ 0.8 billion), upgrade/construct 1,222 km of link roads at an
estimated cost of Birr 1.5 billion (US$ 0.2 billion) and construct 6,258 km of regional
roads at a cost of Birr 3.1 billion (US$ 0.4 billion). It was also planned to carry out heavy
maintenance on 1,818 km of asphalt and gravel roads with a cost of Birr 0.7 billion (US$
0.1 billion). In addition to this, it was also planned to carry out regular routine
maintenance on all types of roads, procure maintenance equipment, carry out sundry
studies pertinent to project planning & programming, policy enhancement and
institutional capacity building. The total cost of projects planned for execution up to end
of December 2004 amounted to Birr 14.0 billion (US$ 1.7 billion).
Accordingly, a total of Birr 12.8 billion (US$ 1.5 billion) has been disbursed to carry out
projects included for execution up to the end of that period. Specifically, 2,780 km of
trunk roads were rehabilitated and upgraded at a cost of Birr 6.6 billion (US$ 0.8 billion),
1,151 km of link roads were upgraded/constructed at a cost of Birr 1.5 billion (US$ 0.2
billion) and heavy and emergency maintenance was carried out on 1,818 km of asphalt
and gravel roads at a cost of 0.4 billion (US$ 0.05 billion). In addition to this, routine
maintenance on much of the network, detailed design study, design review, feasibility
and EIA studies have been undertaken for a number of projects. Also various institutional
capacity building and policy support projects have been carried out during the same
period. Regional Road Authorities for their part managed to construct about 7,276 km of
rural roads. Emergency maintenance on Regional Roads covering a total length of 79 km
has also been carried out using labor-based technique at a cost of Birr 1.1 million. A
comparison of the planned accomplishment and corresponding achievement is
summarized in the table and chart below.

Ethiopian Roads Authority

Mid Term Review of the RSDP II: Assessment of Accomplishment

Physical accomplishment, Plan vs. actual by Type of intervention (7 Years)


Plan km

Actual km % Target

Rehabilitation of Trunk Roads

1819

1521

84

Upgrading of Trunk Roads

1261

1259

100

Upgrading of Link Roads

111

52

47

Construction of New Link Roads

1111

1099

99

Federal Roads Heavy Maintenance

1818

1838

101

Mid Term Review of the RSDP II: Assessment of Accomplishment

Share of Expenditure by Category (1997-2004)


Expenditure Category
Federal Roads
Rehabilitation
Upgrading
Construction
Routine Maintenance
Periodic Maintenance
Others (including Institutional
Support)
Regional Roads
Construction
Routine Maintenance
Others
Community Roads
Urban Roads
Total

Share of
Expenditures
32.1%
20.9%
10.8%
8.2%
3.3%
4.8%
16.2%
2.2%
0.2%
1.2%
100%

The overall performance of the Program against the objectives and benchmarks
established in 1997 and later in the Mid-Term Review of RSDP I must be judged as
good. Substantial improvements were achieved in reopening much of the classified roads.
The percentage of roads in good condition has increased from 22% in 1997 to 37% in
2004. At the same time, substantial progress was made in institutional capacity building
and policy enhancement.

Ethiopian Roads Authority

Mid Term Review of the RSDP II: Assessment of Accomplishment

I.

GENERAL

Road transport is the dominant mode and accounts for more than 95 percent of motorized
inter-urban freight and passenger movements. Yet, Ethiopia has to its size and population
a very limited road network, currently about 36,496km, hampering economic
development especially in the rural areas. The overall condition of the classified network
is also poor; currently only 37 percent are identified to be in good condition.
The government, in recognition of the crucial role the road sector plays for the economic
development of the country; has set out a Road Sector Development Program (RSDP) to
speed up the improvement and expansion of the road network. The program provides a
comprehensive approach of integrating the implementation of key road investments with
major policy and institutional reforms. The objective of the RSDP is to restore Ethiopias
road network, which has become an obstacle to the sustainability of the economic
development program, and to develop institutional capacity of the road agencies to
properly manage the networks.
The RSDP is scheduled over a period of ten years (1997-2007) and is divided into two
phases (RSDP I and RSDP II). The first phase of the RSDP ended in June 2002; the ongoing RSDPII stretches over the period 2002-2007. Various donors including the World
Bank, European Union, ADB, NDF, BADEA, OPEC Fund, Governments of Japan,
Germany, U.K., Ireland, Sweden, the Road Fund and the Government of Ethiopia have
been committed to the Program implementation through provision of the required
funding. Recently the Saudi Development Fund has also joined in financing the RSDP.
Other donors are also expected to join in providing financial and technical support for
this multifaceted program.
II.

RSDP I

In consistent with the broad objective of RSDP I (i.e. to restore the road network to
acceptable condition), the main target of the first phase of the program was to increase
the road density to 0.49 km per 1,000 population and 27 km per 1,000 km2 and to
augment the proportion of road network in good condition to 35%. Accordingly, during
RSDP I, a total of 8,636 km of roads were constructed or rehabilitated of which 2,636 km
are federal roads and 6,000 km are newly constructed regional roads. A total of Birr 7.1
billion was disbursed up to June 2002.
Comparing planned vs. actual; the overall disbursement rate up to June 2002 was 77%,
whilst the corresponding physical accomplishment was 88% of the planned.
The total classified road network has increased by about 34% over this period; much of
the increase, 83%, in the regional roads. As a result, the proportion of the areas that were
assumed to be more than half a day walk from an all-weather-road in 1996 have been
slightly reduced. Further, the maintenance effort and the few completed sections of road
rehabilitation projects has improved the condition of the network slightly, increasing the
proportion of road in good condition from 21% in 1995 to 30% in 2002. All in all, RSDP
I increased the road density to 30km per 1000km2 and 0.49km per 1000 population.

Ethiopian Roads Authority

Mid Term Review of the RSDP II: Assessment of Accomplishment

III.

RSDP II

Program Objectives: The primary objective of RSDP II is to restore and expand


Ethiopias road network, which have become an obstacle and major impediment to
sustainability of the economic development program. Side by side the program has been
developed to assist in strengthening the management and technical capacity of the road
sector to manage the road network, and develop the capacity of domestic construction
industry. In addition, RSDP addresses a variety of social objectives including road safety,
environmental protection, and HIV/AIDS prevention and mitigation.
Program Target: The physical target in terms of road condition is to have, by 2007, 45
percent of the roads in good condition (from 30% in 2002). Also, the program aims at
selectively constructing new roads to have 36-km/1000 km2 including low-class roads
and to install regular maintenance on much of the Ethiopian road network. In addition,
the road network in terms of density per 1000 population is expected to be 0.50 km/1000
populations in 2007. Through this process an efficient and self-sustaining construction
industry that is capable of meeting the diverse needs of the sector is expected to be
developed and the management of the road sector will be improved.
Program Description: RSDP II would consist of: a) Civil work program including rehabilitation/upgrading of 2,878 km of all roads,
new construction of 5,693 km roads, and improvement of bridges and structures;
b) Road maintenance program including periodic maintenance on 2,564 km of
roads, and routine maintenance on all types of roads;
c) Institutional support to strengthen ERA, RRAs, RFO, DCI and man-power
training and different studies to assist in the execution of some elements of the
sector emanated from the vast increase activities under the program, combined
with the general lack of experience; and
d) A number of policy and institutional support studies such as network planning,
road corridor community development plan, poverty impact of transport
operations, rural transport, HIV/AIDS, performance monitoring and a variety of
system studies.
The total cost of the Program (i.e. RSDP II) has been estimated at Birr 12868.9 million
(US $1,514.0 million).

Ethiopian Roads Authority

Mid Term Review of the RSDP II: Assessment of Accomplishment

IV.

SEVEN AND HALF YEARS ASSESSMENT OF RSDP

Seven and half years have passed since the commencement of RSDP implementation,
which was officially launched in September 1997. The Program involves a number of
components including civil works, capacity building, and policy issues with a view to
bring about remarkable changes in the prevailing poor state of road network and improve
the efficiency of the transport system in order to support the economy. Investment
priority criterion for selection of projects to be included in the RSDP had been clearly
predetermined during program preparation and has been strictly followed during
implementation. Consistent to this criterion, both Government and donor-funded projects
have been under implementation since the launch of RSDP. Several main trunk roads
have been and still some are being upgraded/rehabilitated and new link roads constructed
to open up potential areas in line with the countrys Agricultural Development Led
Industrialization strategy (ADLI). As a result of the investment, the share of federal roads
in good condition has improved from 22 per cent in 1997 to 37 percent in 2004 with
average annual increase of 6% over the period. Some improvements have also been
realized in the quality of regional roads especially in a decline in the share of roads in
poor condition. Apart from road condition improvement, rural accessibility also improved
on account of construction of new link roads and rural roads.
The total road network of the country has reached to 36,496km by year 2004. With a
total land area of 1.1 million sq. km, the current road density is 33.2km per 1000 sq. km.
Overall road network in Ethiopia has been increasing on the average by 6% each year
between 1997 and 2004. The road network in the year 1997 was 24,970km.
Table 1 summarizes impact of works undertaken between the year 1997/98 and 2003/04
measured in terms of selected indicators.
Table 1: Change in selected indicators
Indicators
Proportion of asphalt roads in Good Condition
Proportion of gravel roads in Good Condition
Proportion of rural roads in Good Condition
Road Density/ 1000 sq. km
Road Density/ 1000 Population
Proportion of area more than 5km from all
weather road
Average distance to the road network

Ethiopian Roads Authority

1997
17%
25%
21%
24.1km
0.46km
79%

2002
35%
30%
28%
30.3km
0.49km
75%

2004
49%
34%
36%
33.2km
0.51km
72%

21.4km

17km

15.5km

Mid Term Review of the RSDP II: Assessment of Accomplishment

Road in Good Condition in Year 2002

50%

50%

45%

45%

40%
35%

49%

40%

35%
30%

30%

34%

35%

28%

36%

30%

25%

25%

20%

20%

15%

15%

10%

10%

5%

5%
0%

0%
Asphalt
Roads

4.1.

Road in Good Condition in Year 2004

Gravel
Roads

Rural Roads

Asphalt
Roads

Gravel
Roads

Rural
Roads

Physical Components of the Program

4.1.1 Accomplishment achieved during two and half years of RSDP II


At the federal level, it was planned to rehabilitate about 491km of roads with a total cost
of Birr 910.2 million, upgrade 550 km of roads at a total cost of Birr 1169.4 million and
construct 181km of roads at a cost of Birr 483.6 million. It was also planned to maintain
1052km of asphalt and gravel roads with a budget of Birr 354.8 million and to maintain
and construct bridges with a budget of Birr 31.8 million. In the same period, it was also
planned to carry out regular routine maintenance undertakings on all types of roads,
purchase maintenance equipment and steel bridges, carry out various studies, institutional
capacity building and policy support projects. The planned total cost to perform all the
above works including policy support projects was Birr 4.4 billion (US $ 0.5 billion).
During the two and half years, 1308km of roads were rehabilitated and upgraded, 171km
were constructed as new gravel road and heavy/emergency maintenance was carried out
on 1581km of asphalt and gravel roads. In addition to this, detailed design study, design
review, feasibility and EIA studies have been undertaken for a number of road projects.
Moreover, Regional Road Authorities planned to construct 1127km of rural roads and
they managed to construct about 1276km of rural roads1, which is 113 % of the planned
target. Accordingly, at the end of two and half years of RSDP II a total of Birr 5.6 billion
(US $ 0.7 billion) has been disbursed to execute the planned works.
The overall physical rate of accomplishments for federal and regional roads is 135% and
120% respectively, specifically for the period under consideration (See Table 2).

The accomplishment is only up to end of June 2004, data for the last 6 months could not be gathered from
all regions in good time.
Ethiopian Roads Authority

10

Mid Term Review of the RSDP II: Assessment of Accomplishment

4.1.2 Overall Accomplishment achieved during RSDP I & II (7 years)


4.1.2.1 Rehabilitation of Trunk Roads
All roads identified for rehabilitation under RSDP are asphalt surfaced main roads. Most
of the roads radiate from the capital, Addis, and link one region from the other and some
form the countrys import-export corridors. The overall physical accomplishments of this
component as of December 2004 are 1521 km against planned target of 1819 km, which
means 84 % rate of accomplishment. The total actual expenditure during the same period
amounted to Birr 4103.5 million, while the allocated budget for this component was Birr
4071.6 million. Accordingly, the disbursement rate is 101 percent.
Details of physical plan and accomplishment together with budget and disbursement for
each road project under this category are presented below.
Table 3: Physical and financial accomplishment of Rehabilitation Projects
Budget & Disbursement in million Birr
% Age
Physical
Item Projects
No.

Financial

Total
Length

Proposed
Work

Financer

Semera Elidar

95

AC

ADB

Mille Assab

196

AC

IDA

102

100

293.8

471.8

98

161

Addis Awasa

265

AC

EU

265

260

369.1

386.4

98

105

Addis Jimma

342

AC

EU

317

195

489.3

413.9

62

85

On-going

Modjo Mille

442

AC

IDA

425

440

878.6

987.9

104

112

Completed

Addis Tarmaber

200

AC

EU

Tarmaber - Combolcha

187

AC

EU

156

136

360.8

321.9

87

89

On-going

Combolcha - Woldiya

145

AC

EU

87

199.7

Addis Gohastion

186

AC

Japan

186

186

339.8

470.9

Gohatsion - Dejen

43

AC

Japan

1.8

1.8

10

Addis Ambo

112

AC

Germany

310.2

147.9

11

Ambo Gedo

57

AC

Germany

2.0

1.0

12

Gedo Nekempte
Kulubi Dengego
Harar

136

AC

IDA

80

AC

Nazareth Assela
Addis -Nazareth
(Dual Carriageway)

79

AC

100

ASD/AC

13
14
15

Plan

IDA

Accom.
95

95

214.3

Disb.
283.7

Acco.

Disb.

100

132

Status
Completed

Substantially completed

Substantially delayed

113

32

To be re-tendered
100
28

139

Completed

100

Design

48

On-going

50

Design Review

0.9
73

IDA

1819

Design

76

594.6

565.8

95

Substantially completed

16.9

48.7

288

On-going

0.7

0.9

129

Feasibility Study completed

4071.6

4103.5

Uniden.

Total

Budget

1521

104

84

101

4.1.2.2 Upgrading of Trunk Roads


During the past 7 years of RSDP, it was planned to upgrade 1261 km of trunk roads
with a total budget of Birr 2314.5 million. The actual physical accomplishment as of
December 2004 turned out to be 1259 km and the total budget outlay amounted to Birr
Ethiopian Roads Authority

12

Mid Term Review of the RSDP II: Assessment of Accomplishment

4.1.2 Overall Accomplishment achieved during RSDP I & II (7 years)


4.1.2.1 Rehabilitation of Trunk Roads
All roads identified for rehabilitation under RSDP are asphalt surfaced main roads. Most
of the roads radiate from the capital, Addis, and link one region from the other and some
form the countrys import-export corridors. The overall physical accomplishments of this
component as of December 2004 are 1521 km against planned target of 1819 km, which
means 84 % rate of accomplishment. The total actual expenditure during the same period
amounted to Birr 4103.5 million, while the allocated budget for this component was Birr
4071.6 million. Accordingly, the disbursement rate is 101 percent.
Details of physical plan and accomplishment together with budget and disbursement for
each road project under this category are presented below.
Table 3: Physical and financial accomplishment of Rehabilitation Projects
Budget & Disbursement in million Birr
% Age
Physical
Item Projects
No.

Financial

Total
Length

Proposed
Work

Financer

Semera Elidar

95

AC

ADB

Mille Assab

196

AC

IDA

102

100

293.8

471.8

98

161

Addis Awasa

265

AC

EU

265

260

369.1

386.4

98

105

Addis Jimma

342

AC

EU

317

195

489.3

413.9

62

85

On-going

Modjo Mille

442

AC

IDA

425

440

878.6

987.9

104

112

Completed

Addis Tarmaber

200

AC

EU

Tarmaber - Combolcha

187

AC

EU

156

136

360.8

321.9

87

89

On-going

Combolcha - Woldiya

145

AC

EU

87

199.7

Addis Gohastion

186

AC

Japan

186

186

339.8

470.9

Gohatsion - Dejen

43

AC

Japan

1.8

1.8

10

Addis Ambo

112

AC

Germany

310.2

147.9

11

Ambo Gedo

57

AC

Germany

2.0

1.0

12

Gedo Nekempte
Kulubi Dengego
Harar

136

AC

IDA

80

AC

Nazareth Assela
Addis -Nazareth
(Dual Carriageway)

79

AC

100

ASD/AC

13
14
15

Plan

IDA

Accom.
95

95

214.3

Disb.
283.7

Acco.

Disb.

100

132

Status
Completed

Substantially completed

Substantially delayed

113

32

To be re-tendered
100
28

139

Completed

100

Design

48

On-going

50

Design Review

0.9
73

IDA

1819

Design

76

594.6

565.8

95

Substantially completed

16.9

48.7

288

On-going

0.7

0.9

129

Feasibility Study completed

4071.6

4103.5

Uniden.

Total

Budget

1521

104

84

101

4.1.2.2 Upgrading of Trunk Roads


During the past 7 years of RSDP, it was planned to upgrade 1261 km of trunk roads
with a total budget of Birr 2314.5 million. The actual physical accomplishment as of
December 2004 turned out to be 1259 km and the total budget outlay amounted to Birr
Ethiopian Roads Authority

12

Mid Term Review of the RSDP II: Assessment of Accomplishment

2536.1 million. The physical and financial accomplishment rate is 101% and 109%
respectively. Details of physical plan and accomplishment together with budget and
disbursement for each road project are presented below in Table 5.
Table 4: Physical and financial accomplishment of Trunk roads Upgrading Projects
Budget & Disbursement in million Birr
Projects
Item
No.
1
2

Total
Length

Physical

Proposed
Work
Financer

AlamataKorem
B/Mariam

115
120

ASD
ASD

195

AC

Plan

Financial

Accom.

Budget

% Age

Disb.

Acco.

Disb.

Status

GOE

92

42

124.2

138.5

46

112

On-going

GOE

120

120

95.1

105.6

100

111

Completed

IDA

195

195

500.5

512.9

100

102

Completed

IDA

343

331

555.0

805.0

97

145

On-going

Sodo - Arbaminch
Woldiya Alamata/
Betemera Wukro

Debremarkos Gondar

428

AC

Awash Kulubi

232

AC

IDA

217

218

98.7

214.8

100

217

Substantially completed

Alemgena Butajira

120

ASD

ADB

120

120

249.8

299.8

100

120

Completed

Harar-Jijiga
Assela-Goba/
Shashamane - Dodola

102

ASD

EU

3.8

4.6

118

Design

316

ASD
IDA

1.0

Nekempte Mekanejo

127

ASD

IDA

10.2

69.6

682

On-going

10

Harar Jijiga D/habour


Mekanejo Nejo
Mendi

186

Gravel

GOE

100

125

97.2

86.1

125

89

Completed

112

ASD
OPEC

15

130.0

67.9

167

52

On-going

12

Jijiga D/Habor

57

ASD

GOE

50

69

103.3

45.2

138

44

On-going

13

Dembi Bedele

136

ASD

BADEA
OPEC/
BADEA

31.3

11.6

3.5

7
8

11

ASD
14
15

Gondar - Shire

171
289

16

Mendi Assosa

79

ASD

GOE

ASD

ADB

246

ASD

374

ASD

19

Butajira Sodo
Arbaminch Jinka
(Arbaminch Delbena)
Meisso D/ Dawa Dewele

189

20

Jima - Mizan

220

ASD

17
18

Metu Gambela

ASD

IDA

Design Review
30

Design

10.8

10.2

94

12

124.7

41.9

34

On-going

147.7

116.5

74

On-going

GOE

9.9

10.5

105

On-going

EU

5.4

0.1

ADB

4.3

3.1

72

Total

15

1261

1259

2314.5

2536.1

60

101

109

4.1.2.3 Upgrading of Link Roads


Some link roads, which branches off from the trunk roads and forms inter-regional road
network, have been identified for upgradiation under RSDP considering the increasing
traffic volume. During the 7 years of RSDP, the overall physical accomplishments of
this category are only 52 km against planned target of 111 km, which is 47% rate
accomplishment. Of the total physical accomplishment 43 km is completed during two
and half years of RSDP II. Accordingly, the rate of financial utilization is very low. A
total of Birr 277.0 million earmarked to be disbursed during the seven and half years
period, while the actual disbursement as of December 2004 amounted to Birr 133.9
Ethiopian Roads Authority

13

Mid Term Review of the RSDP II: Assessment of Accomplishment

million. The low physical accomplishment is mainly attributed to the poor performance
of local contractors who are engaged in upgrading of Dubti Assaita and Mazoria
Durame Durgi roads projects. Details of physical plan and accomplishment together
with budget and disbursement for each road project are presented below.
Table 5: Physical and financial accomplishment of Upgrading of Link Road Projects
Budget & Disbursement in million Birr
Financial

% Age

Proposed
Work

Adigrat - Shire

194

ASD

IDA

15.0

Woreta - Woldiya

293

ASD

IDA

11.9

7.3

61

Kombolcha - Mille

131

AC

EU

5.6

3.5

64

Gondar - Humera

250

ASD

GOE

11.8

10.8

92

Design

Dubti - Assaita
Majoria Durame Durgi

58

ASD

GOE

52

39

120.2

64.4

75

54

On-going

75

Gravel
GOE

59

13

88.0

26.0

22

30

On-going

Mekanejo - Dembidollo
Aposto Wondo Negele

211

ASD

IDA

6.3

3.9

62

247

ASD
6.0

44

ASD

IDA
OPEC/BAD
EA/SDF

13.6

210

4.6

2.6

57

75

ASD

GOE

0.3

6
7
8

Projects

Physical

Total
Length

Item
No.

Azezo - Metema

10

Holeta - Muger
Total

Financer

1744

Plan

111

Accom.

52

Budget

277.0

Disb.

Acco.

9.0

133.9

Status

Disb.
60
Re-tendered

Design
Design completed

47

48

4.1.2.4 Construction of Link Roads


Though the primary focus under the first phase of the Program was on the restoration of
the existing network, a number of important gravel surfaced new link roads have been
constructed. During the past 7 years of RSDP the construction of 932 km new link
roads are completed with a total outlay of Birr 1359.1 million. The physical and financial
accomplishment rate is 99 % and 111% respectively.
Details of physical plan and accomplishment together with budget and disbursement for
each road project are presented below.

Ethiopian Roads Authority

14

Mid Term Review of the RSDP II: Assessment of Accomplishment

Table 6: Physical and financial accomplishment of Construction of Link Road Projects


Budget & Disbursement in million Birr
Projects
Item
No.

Total
Length

Physical

Proposed
Work
Financer

Plan

Financial

Accom.

Budget

% Age

Disb.

Acco.

Disb.

Status

Chida Sodo

165

Gravel

165

240.6

329.8

100

137

Mille - Chifra - Woldiya

Gravel

ADB
GOE

165

156

156

156

65.6

105.0

100

160

Azezo Ginte

76

Gravel

GOE

76

76

38.6

49.2

100

127

Gravel

GOE

135

Gravel

GOE

Ginte Metema
AlamataMehoniHiwane

108

Indesellasie - Humera

144

Gravel

Tekeze Humera
Gedo - Fincha
L/Bereha

128
146

Dera Mechara

239

Gravel

155

Gravel

230

Gravel

100

Gravel

100

Gravel

126

Gravel

150

Gravel

72

Gravel

260

Gravel

170

Gravel

157

Gravel

300

Gravel

110

Gravel

200

Gravel

46

Gravel

8
9
10

Konso - Yabello

11

Woito Omorate

12

Keyafer - Turmi

13
14
15
16

Sawla - Kako
Babile Fik
Yalo Dalol
Mete Godere

17

Durbete - Gelago

18

Shekhusein Micheta

19
20

Wacha - Maji
Kombolcha -Gundowoin

21

Bonga - Chida

22

Washa Wuha-Namraputh

23

Humera - Lugdi
Total

1744

Completed

108

108

133.8

136.8

100

102

135

135

141.0

179.7

100

127

GOE

144

144

76.5

62.8

100

82

Gravel

GOE

128

128

165.2

131.1

100

79

Gravel

GOE
136

135

133.3

115.5

99

87

14.3

63.7

445

2.4

1.5

63

3.5

1.5

43

2.1

1.3

62

1.5

1.3

87

IDA

11.2

10.0

89

IDA

8.2

10.4

127

NDF/IDA

6.4

3.3

52

IDA
Uniden.

GOE

6.7

3.0

145.0

122.2

ADB

5.7

8.6

151

GOE

14.4

16.5

115

Uniden.

1.8

5.5

289

Uniden.

8.1

0.2

GOE

0.2

1222.9

1359.1

GOE

63

1111

50

1098

45
79

99

84

111

4.1.2.5 Federal Roads Heavy Maintenance Program


Under the RSDP heavy maintenance intervention has been planned to be undertaken on
priority roads that were in fair condition, with the objective of restoring the condition of
the network and to establish a more effective flow of goods and services countrywide.
Accordingly, about 1818km of periodic/emergency maintenance work was planned with
a budget of Birr 668.6 million; actual maintenance accomplishments achieved as of
December 2004 turned out to be 1898 km, which is 104% of the plan. The total sum of
money disbursed for maintenance during the same period amounted to Birr 439.5 million.
Substantial work in this area has been carried out to minimize further deterioration of
roads which are planned to be constructed in later years and significant emergency works
were undertaken on originally unplanned roads. Details of physical plan and
accomplishment together with budget and disbursement for each road project are
presented below.
Ethiopian Roads Authority

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Mid Term Review of the RSDP II: Assessment of Accomplishment

Table 7: Physical and financial accomplishment for Maintenance Projects


Budget & Disbursement in million Birr
Item
No.

Projects

Awasa Hageremariam

2
3

Wolkite Hossaina
Shashamane - Alaba

Bedele Metu

Dejen Debremarkos

6
7
8
9

Gohastion Dejen
Arbaminch Jinka
Wukro Zalambessa
Jimma Bonga

10

Goba - Meslo - Bitata

11

Gondar Humera

12

Mekele - Abiadi - Adwa

13
14
15
16
17
18
19

Negele - Filtu Dollo


Tekeze Shire
Robe - Gasera - Ginir
GondarTekeze-Shire
(Debark-Adigebru)
Abay Bridge
Rehabilitation
Supervsion (ERP): Main road
Gravel Roads
Emergency Maintenance

Total
Length

Proposed
Work

145

Maint.

127

50
115
50
41
80
55
113
120
80
190
150
100
50
93

Total

Financer
IDA
IDA

Physical
Plan
Accom.

Financial
Budget
Disb.

% Age
Acco.
Disb.

122

106

65.6

36.8

87

56

118
40

120
10

32.4

30.4

102

94

26.2

3.7

25

14

99

81

52.3

25.7

82

49

30
39

22.5

11.1

68

49

IDA

44
41

8.8

12.8

95

145

IDA

64

80

3.2

8.2

125

256

45

45

27.3

8.1

100

30

103
73

113
38

21.6

14.3

110

66

20.1

18.5

52

92

48
113

7.5

18.5

126

247

IDA

38
115

34.6

19.3

98

56

IDA

100

125

29.7

10.8

125

36

IDA

63

70

17.2

13.9

111

81

37
85

12.7

5.3

24

42

71

66

IDA
IDA
IDA

IDA
IDA
IDA
IDA

IDA
Road Fund

19.3

IDA

19.1

1.0

IDA

58.5

4.2

Road Fund

631

811

190.0

184.2

128

97

1818

1898

668.6

426.8

104

64

Status

Completed
Completed

4.1.2.6 Rehabilitation and Replacement of Bridges


Bridges and structures, which are found along the road stretches, need to be properly
managed and receive appropriate intervention in order to make them capable of catering
to the increasing traffic. Most of the existing bridges and structures are highly
deteriorated or even if some of them look sound they are narrow and cannot serve
efficiently the modern big size trucks. Because of the above reason some bridges and
structures have been proposed to be replaced or maintained.
During the 7 years period, about Birr 95.4 million was allocated for bridges and
culverts rehabilitation and replacement. Most of the bridges identified for
maintenance/reconstruction under RSDP are financed from Government treasury. The
Road Fund also financing emergency bridge maintenance as and when deemed necessary.
The World Bank through the Emergency Recovery Program made available funding for
the rehabilitation of various structures located with in the Dire Dawa Duri - Dewele
road. The total sum of money disbursed for this category amounted to Birr 70.2 million.
Summary of budget and disbursement for each project are presented below.
Ethiopian Roads Authority

16

Mid Term Review of the RSDP II: Assessment of Accomplishment

Table 8: Bridges and Structures financial accomplishment


Budget & Disbursement in million Birr
Item
No.

Projects

Physical (%)

Proposed
Work
Financer

Plan

Financial

Accom.

Budget

% Age

Disb.

Acco.

Status

Disb.

Dire Dawa Duri (ERP)

IDA

100

68.4

37.2

54

Completed

Tekeze Bridge

GOE

100

4.2

3.6

86

Completed

Awash Amibara Bridge

GOE

100

4.2

3.0

71

Completed

Kessem Bridge

GOE

100

3.1

2.9

94

Completed

Omo Bridge

GOE

12.0

5.5

46

To be re-tendered

Duri-Dewele Bridge (ERP)


Arbaminch Jinka (2
bridges)
Emergency Maintenance on
various bridges

IDA

7
8

GOE

9.4
3.5

Road Fund

5.2

On-going
149

On-going

3.4
95.4

70.2

74

4.1.2.7 Construction of Regional Roads


As a result of policy and institutional reforms launched at the very beginning of the
Program each national regional state has been accountable to the management and control
of rural roads with in their boundaries. Each region has been engaged with the
construction and maintenance of substantial rural road networks utilizing the allocated
budget from the respective regions. During the past 7 years 7276 km of new regional
roads have been constructed against planned target of 6258 km. The total disbursement
made for the execution of different projects in all regions including routine maintenance
adds up to Birr 2359.0 million.
4.1.2.8 Federal Roads Routine Maintenance
This is a continuous activity that does not depend on the engineering characteristics of the
road or volume of traffic. Routine maintenance is undertaken on a regular basis and
includes grass cutting, clearing ditches, culvert maintenance, drainage clearing, road
signs maintenance etc. It was realized that the sustainability of the major achievements
of the RSDP depends critically on timely and efficient maintenance of the network. This
time, the required cost for routine maintenance work is entirely covered by the Road
Fund.
The total cost planned to be disbursed for federal, regional and urban roads routine
maintenance as of December 2004 was 1349.7 million, whereas the amount disbursed
during the period amounted to Birr 1478.3 million. Out of the total maintenance
expenditure Birr 1047.3 million is for federal roads, Birr 283.1 million for regional roads,
and Birr 147.9 million is for urban roads.

Ethiopian Roads Authority

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Mid Term Review of the RSDP II: Assessment of Accomplishment

4.2 Policy and Capacity Building Projects


Works in this category include training of personnel, District Maintenance Organization
capacity building and the overall institutional building of ERA, studies to support RSDP
project and technical assistance. These projects are financed by IDA, EU, Germany,
Japan, U.K., NDF and the GOE. The total amount of budget allocated for all these
projects was about Birr 69.0 million and the actual disbursement is Birr 81.5 million.
In terms of commitment, the GOE, in implementing policy elements and increasing the
capacity of Road Agencies and domestic contractors has shown its dedication in a letter
distributed to all donors (Letter of Road Sector Policy) on May 9, 2003. Substantial
progress is made in involving domestic contractors in road works by both facilitating
their involvement and availing more contracts. The World Bank has joined the
Government in this effort by allowing several contracts under ERP and an additional of
170km asphalt work under the recently approved Road Sector Development Phase I and
phase II projects in support of RSDP II for domestic contractors.
Strengthening of Contract Administration and Design Review capacity is an on-going
activity since the inception of RSDP. Two firms to be funded by World Bank and ADB
will be engaged in this aspect starting May 2005.
Other activities that are needed to enable attainment of the physical targets were also
undertaken; which are summarized as follows.
4.2.1 Improving Network Planning
A study to analyze the Ethiopian road network using some road network-based planning
theories related to accessibility and connectivity has been undertaken. The effort is to
develop a more coherent, network-based approach to road planning and management in
contrast to the piece-meal approach that project based investment appraisal had produced.
A particular assignment is the identification of a federal network that could be
affordable within reasonable resources, and which would serve priority functions. More
specifically, the exercise was to estimate the size and structure of federal road network
and the links that constitute the system. This exercise has already been used as a basis for
costing MDG when Government recently prepares Road Infrastructure Needs
Assessment in the context of MDG.
In addition, it is already realized that lack of updated maps could be an obstacle to the
application of road planning, which necessitates developing detailed and updated road
maps. To overcome this problem ERA has initiated a GIS establishment and its
accompanying information technology during the RSDP II period. This development
should assist with developing a comprehensive road data bank that will help with
integrating road network planning and traffic information with the pavement management
(PMS) and maintenance management (MMS) systems.
The other effort is to further improve road network planning by incorporating social
dimensions and consideration of Corridor Approach. In this effect, a study on Poverty
Impact of Transport Operations and Corridor Development Plan with a finance from the
World Bank has been successfully completed. A follow-up assessment on Transport and
Poverty Observatory is planned to be undertaken every year starting next October.
Ethiopian Roads Authority

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Mid Term Review of the RSDP II: Assessment of Accomplishment

4.2.2 Maintenance Financing & Technical Auditing


The Planning and Programming Division assisted by TA financed by EU has recently
produced a study on Road Financing and Road User Charges in Ethiopia. The purpose of
the report is to review the funding of road maintenance in Ethiopia and to consider how
funding may be improved so that user charges can more accurately and fairly reflect the
costs of road maintenance. The report considers the advantages and disadvantages of road
funds and analyses the operation of the Ethiopia Road Fund. A detailed analysis of road
user charges is carried out for different vehicle types and different road networks. A
series of different charging scenarios are presented and the case is made for funding to
cover maintenance costs using both the fuel levy and an annual vehicle charge. An
additional study to review this study and ensure that the rates realistically reflect the true
cost of road use, is on-going by a Consultant. Another important on-going effort is the
establishment of Technical and Financial Audit of Road Fund. Up on completion and
implementation of these two studies the efficiency of maintenance is expected to be much
improved.
4.2.3 Institutional Building and Working Atmosphere
The Government is striving towards the development of the institutional capacity of the
road sector at federal and regional level. Recognizing inadequate incentives as one of the
root problems for inefficiency in road management, the Government has further reformed
ERA and improved pay scale. The revised salary scale, that will make ERA competitive
in the market has been introduced and effected as of July 1, 2003. This new salary scale
is anticipated to improve the moral of ERA staff for the coming few years.
Moreover, ERA is decentralizing its maintenance districts to the level of cost and profit
center, to effectively maintain and administer the road network. Further contracting out of
works is progressing with the introduction of term maintenance contracts on limited ERA
sections as a first instance, to facilitate the involvement of private contractors on routine
maintenance, starting this fiscal year.
Mechanized Routine Maintenance
Local consultants are engaged on services to support the pilot routine term maintenance
projects of Sodo and Bonga sections. The successful consultants will take over the
network management role from ERA, undertake local contractor procurement; also they
will supervise and manage all maintenance works within the sections. An increased
sections are also identified for future expansion of this concept involving both ERA
districts and private contractors.
Labor-based maintenance
A strategy document aimed at encouraging the involvement of emerging contractors in
routine and labor based road maintenance has been finalized & issued to relevant sections
for comment. ILO is directly engaged in rendering training for RRAs and private
contractors.

Ethiopian Roads Authority

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Mid Term Review of the RSDP II: Assessment of Accomplishment

4.2.4 Road Safety


Ethiopia is one of the countries with poor accident records in the world. Currently the
country loses about 1700 lives each year in Road Accident with another 7000 reported
injuries. As these numbers are only those that are reported to the Police and the true
causality number can be expected to be at least twice as large.
The cause of road crushes in Ethiopia show that problems related to road is in the order
of 1 to 3% of all causes (the largest being drivers error accounting for 81%). Although,
the road factor seems relatively low, it is believed that improvement in the road
infrastructure may positively influence the other factors towards the enhancement of road
safety. Accident occur at both construction as well as operation phases of the roads. The
major causes during construction phase are attributed to absence of warning signs at
critical spots in the construction sites. During operation phase, absence of signs, damages
on and theft of signs, and roads features related to geometry contribute to deterioration of
road safety. Above all, it is found that the human factor shares the bulk of road crush
causes.
A study to identify a sectoral road safety program has been carried out by an international
consultant with funding from EU. Development and implementation of successful
measures to improve the safety of the roads and to reduce traffic accidents remains a
priority; this is, however, a difficult task to accomplish as it calls for close coordination
between several ministries and agencies. On the basis of the recommendations of the
study, an Interim Working Group comprising representative from the Ethiopian Roads
Authority, Road Fund Administration and the Federal Police Commission has been
established with short and long-term objectives for 2 and 5 years respectively. The shortterm objectives mainly focus on introduction of safety issues to the public as much has
not been done in this aspect so far except so far except isolated efforts made by some of
the pertinent agencies. In addition, in the short run, other preparatory works for the
successful implementation of the issues recommended for the long-term intervention,
would be undertaken. In the long term intervention, fully coordinated operational
works will be undertaken in a sustainable manner. These include actions that require
longer term for road safety improvement in the area of accident data system, traffic law
enforcement, traffic safety education for children, coordination and funding. etc.
The Ethiopian Roads Authority at present is playing a vital role through participating at
steering and technical committee levels mainly in:

reviewing different safety-related documents


reviewing work plans and annual budgets
training experts from Regions on safety engineering, and
other related issues

On the basis of the essence and advantage of the Road Safety Audit, the Ethiopian Roads
Authority has started considering safety issues in depth in all the upcoming projects. To
this effect, the Planning and Programming and the Engineering Services Procurement,
Design and Technical Support Divisions of ERA are jointly working on the issue.

Ethiopian Roads Authority

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Mid Term Review of the RSDP II: Assessment of Accomplishment

As guidelines to the above intervention, the ERA has issued a Road Safety Audit Manual
in September 2004 to be utilized by the Client, Consultants, Contractor and other
interested entities in the sector.
The National Road Safety Co-ordination Office has recently made black spot
identification on some of the trunk roads of the country. ERA plans to further co-ordinate
with the NRSCO in the process of black spot identification. On the other hand, the ERA
looks forward to establish a relationship with organizations (nationally and
internationally) in the areas of:

Designing road safety checklist;


Planning techniques for road safety;
Interagency co-ordination; and
Personnel training (exchange of experience) in road safety.

4.2.5 Axle Load


The Road Transport Authority was the implementing agency for controlling size and
weight of vehicles until 1999. In 1999 this responsibility has been transferred to ERA to
improve the management and better enforce the legal limits.
Enforcement of axle load limits is one of the area where the Ethiopian Road Authority
has given prior attention. To make the enforcement effective, the operation of
weighbridge stations are set under the direct supervision of the Head Quarter. For the
enforcement of the regulation nine stationary weighbridges have been installed at
strategically important places throughout the country. The weighbridges are located in
such a way that they cover most of the main routes. These weighbridges are working 24
hrs a day and 7days a week, and all stations are staffed to meet this demand. In addition,
the enforcement is further strengthened by employing mobile weighbridges for random
axle load control activities. Thus, three mobile teams are dedicated for this task in
different place of the country. These mobiles are primarily used on those routes where
stationary weighbridges do not cover.
Data on individual axles of each vehicle are recorded at the stations. Each station sends a
summary of the recorded data each month to the head quarter. Reports from all stations
are collected and analyzed at the head quarter by the pavement management branch
(PMB). The PMB produces a summary of axle load information each year as part of the
annual road condition report. The report provides information about the level of
overloading on each station per axle, overall extent of overloading and other relevant
information.
Vehicles which are found overloaded are forced to offload their excess cargo and will be
penalized at the nearby courts for the damage they caused on the road. However, the level
of penalty is so small that it does not have a serious effect on persistent offenders. The
vehicles are allowed to proceed their trip only after they offload their excess load.

Ethiopian Roads Authority

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Mid Term Review of the RSDP II: Assessment of Accomplishment

Efforts made
a)

Axle load Management study:

As part of the Road Sector Development Program, a great emphasis has been given for
preservation of the existing road infrastructure through appropriate maintenance and
rehabilitation interventions and strengthening overload controlling. As part this effort, a
study has been carried as how to control axle overloading in particular, and improve axle
load management in general. The study recommended different measures to be taken to
minimize the overall transport costs and make the transport system more efficient.
Among the recommendations of the study are;
i) Effective use of existing weighbridges:
One of the recommendations of the study was to improve (upgrade) the existing
weighbridges to a modern weighing system and install additional ones at the boarder
entries with Djibouti, Kenya and Sudan. Much of the weighbridge equipment consists of
mechanical devices that are now obsolete and not suitable for interfacing with state of the
art modern electronic data recording and processing equipment. Thus, they need to be
upgraded to meet modern axle load management demand. The rehabilitation of the
weighbridges will involve replacing the original mechanical weighing devices by modern
electronic equipment with digital out puts to facilitate control and data analysis.
To this effect, the consultant has prepared tender dossier for the procurement of
weighbridges, ancillary equipment, vehicles and three units of mobile weighbridges. As
per the consultants estimate the total cost for upgrading amounts to Euro 1.3 million
(May 2003 estimate). This cost includes modernizing the existing weighbridges and cost
of mobile scales. The Ethiopian Roads Authority has requested the European Union for
financing the upgrading of weighbridges.
ii) Revise penalty scales and procedures:
The consultant has proposed to impose more realistic penalties on overloading to
discourage persistent offenders. Level of penalties are proposed and recommended to be
applied as measured on site. It is believed that an effective penalty regime for overloaded
trucks will have a detrimental effect on the drivers/owners of the vehicle. ERA has
accepted the consultants recommendation and the issue will be addressed by
introduction of revised axle load regulation and penalties as part of the new Transport
Regulation through the Road Transport Authority.
The other recommendation of the consultant is to increase maintenance budgets to cover
the needs in road maintenance. The consultant has proposed to secure funds from fuel
levy, vehicle licensing fee, overloading penalty and others. This recommendation is
already considered by the Government and a dedicated Road Fund is formed for this
purpose.

Ethiopian Roads Authority

22

Mid Term Review of the RSDP II: Assessment of Accomplishment

b) Awareness building:
One of the efforts being made by the Authority is conducting awareness building
activities and encouraging participation of stakeholders in axle load enforcement. As part
of this effort workshops and seminars have been carried out for all stakeholders, in
particular transporters, about axle over loading and the regulation. In addition, placards
showing the purpose of axle load control and suggestion boxes are placed at weighbridge
stations. Pamphlets containing information about the purpose of axle load control,
consequences of over loading and the regulation are being distributed at weighbridge
stations to drivers.
ERA encourages private operators to participate in the enforcement activity. Thus, a
committee has been formed from all stakeholders, including private operators, to assist
ERA in the enforcement of axle load limits. A regular meeting and discussions are
underway on issues related to the enforcement.
c) Action plan
An action plan for the year 2003 to 2006 is prepared for the implementation of the
recommendations of the Axle Load Management study and strengthening the
enforcement. The activities listed in the action plan, apart from ERAs unilateral effort,
requires the participation and support of other stakeholders.
ERA is now moving forward as per the set program. Thus, offloading of excess loads has
been already started as of March-20004 at all weighbridge stations. This has brought,
though challenging, a significant improvement in the enforcement effort. Maintenance of
weighbridges and renovation of stations, improving working condition at the station,
regular monitoring and intensive use of the available mobile weigh scales are some of the
activities being carried out by ERA.
d) In house improvement study
As a regular effort to improve the enforcement activities, ERA has established an inhouse committee to study how to better control axle overloading. The main task of this
committee is to identify the major obstacles, which challenge the enfacement activities
and recommend improvements taking into account the current practice and other relevant
study recommendations. The committee is expected to discuss the issue with all
stakeholders incusing transport companies and other government institutions.
It is believed that the findings and recommendations of this study will help to improve
the overall overload controlling activities. The committee is currently at its initial stage
and will complete its task in the next few months.

Current status
To preserve the existing road assets, ERA is trying its best, among other efforts, to
enforce axle load limits through nine stationary weighbridges located at different places
and additional mobile scales for spot checks. The collected data at the stations shows that,
the extent of overloading, though slowly has shown improvements in the last few years.
Ethiopian Roads Authority

23

Mid Term Review of the RSDP II: Assessment of Accomplishment

But still a lot should be done to further minimize the number of vehicles being
overloaded. Most of the overloaded vehicles are those with single rear axles.
The following chart shows the extent of overloading in the last few years.
% of Overloded vehicles

Extent of Overloading

% of overloaded rear axles

% of overloaded vehicles &


% of overloaded rear axles

70
60
50
40
30
20
10
0

1999/2000

2000/2001

2001/2002

2002/2003

2003/2004

Year

Up to June
2004

Similarly, the average weight of overloaded individual axles are decreasing from time to
time. This is very important as damage caused by individual axles is severe than by gross
weight.
The following graph shows how the average weight of individual axles is decreasing in
the last few year. However, the values are still far high from the allowable 10 ton limit.

Average weigjt of overloded individual axles, ton


Weight ofindividual axles, ton

11.95
11.91

11.91

11.89

11.9

11.85

11.8
11.75
11.75

11.7

11.65

2000/2001

Ethiopian Roads Authority

2001/2002

2002/2003

2003/2004

24

Mid Term Review of the RSDP II: Assessment of Accomplishment

A more encouraging result in enforcing axle lad limits has been achieved after the
commencement of offloading of excess load since in March 2004. Overloading of rear
axles is decreasing in terms of extent and weight. Thus, currently most of the overloaded
axles are concentrated between 10 and 12, ton. This is a considerable achievement when
comparing to the fact that most of the axles were overloaded above 14 tons few years
ago.
Trends of overloading July - December 2004
90

77

80

% of Overloding

70
60

63.6

10-12t

71

69

68.4

12-14t
14-16t
>16t

52.7

50

40.7
40

31.6

29

30

28

26
20

20
10

4.8

2.2

3.6

0.9

2.1 0.6

July

August

September

Ocrober

November

December

As the enforcement effort is being strengthening from time to time, it is expected that
extent of overloading will show improvements very soon.

The way ahead


The Ethiopian Roads Authority has committed itself more than ever to enforce axle load
limits. The investment being spent on the road network is increasing from time to time,
and ERA, as a road agency is well aware of the damages caused by overloading and has a
responsibility to preserve the already invested assets.
Upgrading of the existing weighbridges will definitely improve the enforcement effort.
Data recording, processing and analysis will be easier with the new electronics system.
Thus, as the tender dossier for the procurement of weighbridges is finalized, ERA is now
looking for finance to realize modernization of the weighbridges.
The revised regulation on axle load limits and scales of penalty, which is expected to be
realized soon through the Road Transport Authority, will help to improve the
enforcement effort.
ERA will go forward as per the prepared action plan. Improvements are now being
recorded as detaining of overloaded vehicles and offloading of excess loads are
commenced. ERA will continue working closely with all stakeholders, transporters in
particular, and conducting awareness building of the public through educational
campaign and all other possible ways.
Ethiopian Roads Authority

25

Mid Term Review of the RSDP II: Assessment of Accomplishment

After the transfer of the enforcement activity to ERA, a study has been carried out with
the assistance of EU as how to improve the axle load management. The study
recommended different measures to be taken to minimize the overall transport costs and
make the transport system more efficient. Among the recommendations of the study are;
4.2.6 The Federal Bridge Inventory and Inspection Works
Highway bridges are very important components in the expanding transportation
networks. Bridges need to be managed to ensure that they are regularly inspected and
assessed, so that appropriate maintenance is carried out to maintain a required level of
performance throughout their design life. Presently, more than 4500 bridges are estimated
to exist in the country. Most of these bridges are old and currently suffering from heavy
traffic load, which they were not originally designed for. In general, due to ageing,
overloading, negligence in maintenance and different types of damage, most of the
bridges in Ethiopia are not capable of catering to the increasing traffic. Inspection report
recently issued on some bridges reveled that the problem is critical and needs urgent
intervention.
Unavailability of design and construction data of the existing bridges, constructed by
different local and international contractors, poses a problem for maintenance action. In
the 21st Century, Bridge Management System is considered as vital tool availing general
and detailed information on bridges that assists management body to make a decision.
The Government of Japan through JICA has extended much support towards
strengthening ERAs capacity in the area of bridge management and maintenance.
Following singing of Technical Cooperation agreement between the Government of
Japan and Ethiopia that was held in August 1999 subsequent TAs, who are expertise in
bridge engineering, have been at service for extended years. The TAs assisted ERA in
preparation of Bridge Inspection Manual; Type of damages, cause and Repair Methods
Manual; Bridges Type Identification Manual; and Bridge Management System (BMS)
Manual, which enable ERA to organize bridge data (inventory) of the country. As a
system ERA-BMS is integrated with the road network identity developed for road
Maintenance Management system (MMS) and is functioning satisfactorily in providing
easy and well-arranged general and detailed information on geometrical and condition
data of bridges provided that inventory and inspection data are entered into the system.
ERA, having developed computerized BMS, will keep and update data and will also
manage bridges by planning short and long term programs for rehabilitation activity.
Launching the National Bridge Rehabilitation Program (NBRP) and its sub program
National Bridge Inventory and Inspection Program has been found necessary to get
reliable bridge data, which will serve as a platform to decide on bridges rehabilitation
matter. As a result, ERA will shortly launch the preparation of Federal Bridge Master
Plan with funding from the Road Fund Administration Office in two packages.

Ethiopian Roads Authority

26

Mid Term Review of the RSDP II: Assessment of Accomplishment

4.2.7 National Transport Master Plan Study


Impact of transport on the development of economic and social sectors of a country is
evident. There exist different modes of transport in Ethiopia, where road transport
remains the single most important means for travel and transport. It accounts for more
than 95% of the country's domestic passenger and cargo traffic. Notwithstanding, the
country has a limited road network, small stocks of vehicle fleet and low service
coverage. Most of the existing roads are over used and currently require rehabilitation,
upgrading or reconstruction. Rural communities depend much on road transport to satisfy
their basic needs. Yet, a large majority of the countrys population still have no access to
conventional modern transport services, hence they depend on traditional modes of
transport.
Realising the importance of transport development in the promotion of the country's
economy and to create strong regional economic relations and social ties, the GOE has
liberalised some of the transport modes to enable and encourage competition. Private
investors are also envisaged to operate air transport services. Most of the governments
transport institutions have been reorganised in a manner to facilitate and regulate but not
control the transport service provisions. The Government has also extended its relations
with neighbouring countries, (Sudan, Djibouti, Kenya, etc.), in order to explore and avail
the country of alternative road transit corridors to enhance foreign trade.
The Government of Ethiopia through the Ministry of Infrastructure (MOI) intends to
prepare a National Transport Master Plan for the country with in-depth analyses and
recommendations which will assist and enhance the development of the agricultural,
industrial, mining, tourism and other sectors.
The National Transport Master Plan, including lake and river transport, is to help in
clearly identifying priorities for an integrated, cost effective transport services and to
promote a multi-modal transport system in line with the National Economic Development
Policy.
It is anticipated that, the NTMP would enable the government to decide on the future
development and financing of the transport sector, with infrastructure developments
based on medium to long-term projections in line with international, regional and
domestic transport demand including developing and formulating institutional
arrangements for the purpose.
The required finance for the study has been secured from European Commission. With
regard to the current status of the study, the preparation of bidding document has already
been finalized.

Ethiopian Roads Authority

27

Mid Term Review of the RSDP II: Assessment of Accomplishment

4.3

Impact of RSDP

As a result of road sector investment the total road network of the country and its
condition has been improved even if the rate of change has been slow. The impact of
RSDP on accessibility and on quality is disused below.
4.3.1

Impact on Accessibility

The total road network of the country at the beginning of RSDP was about 26,550 km
with a road density of 0.46 and 24.14 per thousands population and per thousand square
km respectively. Due to the construction of new gravel and regional roads during 7
years of RSDP, the total road network has increased to 36,496km in the year 2004 with
an average annual growth of 4.7% per annum. With a total land area of 1.1 million sq. km
and a road network of 36,496km and a road network of 36496 km, the current road
density is 33.2km per 1000 sq. km and 0.51 km per 1000 population, indicating an
increment of about 9 km and 0.05km with respect to area and population respectively.
Overall, the road network in Ethiopia has been increasing on the average by 2.05%
between 1951 and 1973, by 6.2% between 1974 and 1991 and by about 6.4% between
1992 and 2004. By the end of RSDP II the total road network of the country expected to
reach about 39576km, which is forecasted based on the future plan the RSDP II.
Table 9: Change in Road Network and Road Density (1997 2004)
Year

Road network in km
Asphalt Gravel Rural Total

1997
1998
1999
2000
2001
2002
2003
2004

3708
3760
3812
3824
3924
4053
4362
4635

12162
12240
12250
12250
12467
12564
12340
13905

10680
11737
12600
15480
16480
16680
17154
17956

26550
27237
28662
31554
32871
33297
33856
36496

Growth
Rate
(%)
4.5
3.3
10.1
4.2
1.3
1.7
7.8

Road
Density
/1000 popn.
0.46
0.46
0.47
0.50
0.50
0.49
0.49
0.51

Road
density
/1000sq. km
24.14
25.22
26.06
28.69
29.88
30.27
30.78
33.18

Length (km)

Road Network Growth

40000
35000
30000
25000
20000
15000
10000
5000
0

Asphalt
Gravel
Rural
Total

1997' 1998' 1999' 2000' 2001' 2002' 2003' 2004'

Years

Ethiopian Roads Authority

28

Mid Term Review of the RSDP II: Assessment of Accomplishment

4.4.2 Impact on Quality


Improving the condition of the road network is still a challenge. The improvement of the
road network in the country is only changing the condition of the network slowly. In the
first year of RSDP, 52% of the road network was found to be in poor condition and only
22% was in reasonably in good condition. Owing to on-going rehabilitation, upgrading
and maintenance intervention under the Program, the proportion of the road network in
good condition has increased to 37 percent and the road in poor condition has declined to
35%. The road condition from year 1997 to 20042 is presented below.
Table 10: Road Condition in Percentage
Year

Good

Fair

Poor

1997
1998
1999
2000
2001
2002
2003
2004

22
23
25
28
28
30
32
37

26
26
30
32
29
30
30
28

52
51
45
41
43
40
38
35

Actual Road Condition


60

Percentage

50
40

Good
Fair
Poor

30
20
10
0
1997' 1998' 1999' 2000' 2001' 2002' 2003' 2004'
Years

4.4.3 Impact on Mobility


The traffic analysis has been undertaken on most of the RSDP roads, since 1990s. An
assessment of traffic along main roads has reveled rapid increase in volumes. Traffic
growth along the roads has increased and the growth rate is 11.4 per annum on average,
even though improvement works have not been completed yet for all roads under the

Until June 2004.

Ethiopian Roads Authority

29

Mid Term Review of the RSDP II: Assessment of Accomplishment

program. The following table shows the traffic trend on all roads under the counting
stations of ERA.
Table 11: Average Daily Traffic over Years
Year

92/03

93/04

94/05

95/06

96/07

97/08

98/99

99/00

00/01

01/02

02/03

AADT

30569

36831

40858

43987

46223

51078

55923

55672

72467

78686

83003

20.5

10.9

7.7

5.1

10.5

9.5

-0.4

30.2

8.6

5.5

Growth rate

90000
80000
70000
60000
50000
40000
30000
20000
10000
0

y = 5068.1x + 23710

AADT
Linear (AADT)

19
92

/9
19 3
93
/9
19 4
94
/9
19 5
95
/9
19 6
96
/9
19 7
97
/9
19 8
98
/9
19 9
99
/0
20 0
00
/0
20 1
01
/0
20 2
02
/0
3

AADT

Growth on AADT (1992/93 - 2002/03)

Years

V. Assessment Of Donors Participation In the RSDP Implementation


In terms of contribution by category of financiers, a little more than 50% has come from
internal sources (the Government and the Road Fund) while the remaining substantial
amount of funds (46%) has been pooled from the international community. Specifically,
the share of the Government of Ethiopia is the highest (41%), followed by IDA (25%),
the Road Fund (13%) and EU (8%). See Table and Chart below for detail on contribution
by financiers.

Ethiopian Roads Authority

30

Mid Term Review of the RSDP II: Assessment of Accomplishment

Table 12: Disbursement By Financiers


Disbursement in million Birr

I/No.

Disbursement_
RSDPI

Financier

Disbursement_
RSDPII two and half
years

Disbursement
total seven and
half years

% age of
contribution

1 IDA

1,426.57

1,820.32

3,246.89

25

2 EU

676.20

399.06

1,075.26

3 ADB

506.40

245.00

751.40

3 NDF

14.80

31.30

46.10

0.4

4U K

23.20

36.80

60.00

0.5

5 Japan

164.30

295.60

459.90

27.10

120.20

147.30

7 Ireland Aid

2.60

4.50

7.10

0.1

8 OPEC

0.30

50.97

51.27

0.4

3,358.71

1,890.47

5,249.18

41

975.00

704.03

1,679.03

13

7,175.18

5,598.24

12,773

6 Germany

10 GOE
11 Road Fund
TOTAL

100

Disbursement by Financiers (1997-2004)


13%
25%

8%
41
%
0.4%

0.1% 1%

6%
0.4%
4% 0.5%

IDA
EU
ADB
NDF
UK
Japan
Germany
Ireland Aid
OPEC
GOE
Road Fund

Allocation of funds by donors and the Government for execution of projects under
RSDP over the last seven years has been shown hereunder. The analysis here does not
refer to the volume of money injected by the financers rather the flow of investment
by each financer over the years. As could be observed from the table below in general
the contribution of IDA, GOE and Road Fund is growing over time with some up and
downs in some years.
Ethiopian Roads Authority

31

Mid Term Review of the RSDP II: Assessment of Accomplishment

Table 13: Financial contribution by Financer (1997/98 - 2003/04)


In Million Birr
Financier

1997/98

1998/99

1999/00

2001/02

2000/01

2002/03

2003/04

IDA

126.8

221.7

120.2

338.0

619.9

798.2

722.4

EU

64.9

114.8

185.0

159.4

152.1

202.1

132.1

ADB

220.6

135.8

29.1

67.2

53.7

100.6

73.3

NDF

5.5

6.8

2.5

12.6

13.8

UK

4.6

4.6

4.7

4.6

4.7

31.5

Japan

41.0

11.4

103.9

8.0

179.4

116.2

Germany

10.3

4.4

5.4

6.5

0.5

40.4

50.5

Ireland Aid

2.6

4.5

OPEC

0.3

0.2

46.4

BADEA

10

GOE

573.7

608.5

598.2

801.6

776.7

772.0

812.6

11

Road Fund

135.3

143.0

187.2

233.2

276.3

211.5

367.9

TOTAL

1,136.2

1,273.8

1,146.7

1,721.2

1,897.3

2,352.9

Financial contribution by Financer


900.0
800.0

IDA
EU

Birr (in million)

700.0

ADB

600.0

NDF
UK

500.0

Japan

400.0

Germany

300.0

OPEC

Ireland Aid
BADEA

200.0

GOE

100.0

Road Fund

1997/98

1998/99

1999/00

2000/01

2001/02

2002/03

2003/04

Year

So far the number of donors committed to physical works implementation is limited


as compared to the remaining planned works under RSDP. As has been indicated
above the commitment of GOE is demonstrated by the fact that it has been allocating
a substantial proportion of the countrys capital budget to the Road sector. Of the total
road length constructed during 7 years of RSDP the lions share goes to GOE
Ethiopian Roads Authority

32

2,335.1

Mid Term Review of the RSDP II: Assessment of Accomplishment

followed by IDA, Road Fund, EU, ADB, Japan, Germany and OPEC in that order.
This is depicted in the following table and diagram.
Table 14: Physical Accomplishment by financier (in Km)

Financier

Total RSDP I

Total RSDPII
(two & half years)

Total RSDPI & II


(seven & half
years)

IDA

740

1475

2,215

EU

333

258

591

ADB

291

98.0

389

Japan

64

132.0

196

Germany

22.0

22

OPEC

15.2

15

BADEA

10

GOE

11

Road Fund
TOTAL

0.0

7281

1605.1

8,886

810.6

811

8709

4416

13125

RSDP Overall Physical Accomplishment by Financer

9,000
IDA
EU
ADB
Japan
Germany
OPEC
BADEA
GOE
Road Fund

8,000

Length (in Km)

7,000
6,000
5,000
Road Fund
GOE
BADEA
OPEC

4,000
3,000

Germany

2,000

Japan
ADB

1,000
-

Ethiopian Roads Authority

EU

e
nc
a
n
Fi

rs

IDA

33

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