Professional Documents
Culture Documents
MINISTRY OF INFRUSTRUCTURE
(106%)
13125
14000
16,000.0
14,017.8
12000
14,000.0
10000
12,000.0
8000
Plan
6000
Actual
4000
(130%)
4416
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.)
0.0
RSDP II (2 1/2 Years)
April 2005
Addis Ababa
TABLE OF CONTENTS
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
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
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
Plan
3400
Acco.
4416
%
130
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.
Actual km % Target
1819
1521
84
1261
1259
100
111
52
47
1111
1099
99
1818
1838
101
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.
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.
III.
RSDP II
IV.
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
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
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.
Gravel
Roads
Rural Roads
Asphalt
Roads
Gravel
Roads
Rural
Roads
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
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
4071.6
4103.5
Uniden.
Total
Budget
1521
104
84
101
12
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
4071.6
4103.5
Uniden.
Total
Budget
1521
104
84
101
12
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
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
13
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
14
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
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
15
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
11
Gondar Humera
12
13
14
15
16
17
18
19
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
16
Projects
Physical (%)
Proposed
Work
Financer
Plan
Financial
Accom.
Budget
% Age
Disb.
Acco.
Status
Disb.
IDA
100
68.4
37.2
54
Completed
Tekeze Bridge
GOE
100
4.2
3.6
86
Completed
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
IDA
7
8
GOE
9.4
3.5
Road Fund
5.2
On-going
149
On-going
3.4
95.4
70.2
74
17
18
19
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.
20
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:
21
Efforts made
a)
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.
22
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
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
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.
11.95
11.91
11.91
11.89
11.9
11.85
11.8
11.75
11.75
11.7
11.65
2000/2001
2001/2002
2002/2003
2003/2004
24
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.
25
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.
26
27
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)
40000
35000
30000
25000
20000
15000
10000
5000
0
Asphalt
Gravel
Rural
Total
Years
28
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
Percentage
50
40
Good
Fair
Poor
30
20
10
0
1997' 1998' 1999' 2000' 2001' 2002' 2003' 2004'
Years
29
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
Years
30
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
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
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
IDA
EU
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
32
2,335.1
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)
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
9,000
IDA
EU
ADB
Japan
Germany
OPEC
BADEA
GOE
Road Fund
8,000
7,000
6,000
5,000
Road Fund
GOE
BADEA
OPEC
4,000
3,000
Germany
2,000
Japan
ADB
1,000
-
EU
e
nc
a
n
Fi
rs
IDA
33