7.5 Years RSDP II Assessment

8/12/2019 7.5 Years RSDP II Assessment

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T H E F E D E R A L D E M O C R A T I C R E P U B L I C O F E T H I O P I A

M I N I S T R Y O F I N F R U S T R U C T U R E

E T H I O P I A N R O A D S A U T H O R I T Y

RSDP Overall Physical Accomplishment

(1997-2004)

L

ength(inkm)

RSDP Overall Financial Accomplishment

(1997 - 2004)

Birr(inMillion)

M I D T E R M R E V I E W O F R S D P I I

A S S E S S M E N T O F A C C O M P L I S H M E N T

A p r i l 2 0 0 5

A d d i s A b a b a


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Mid Term Review of the RSDP II: Assessment of Accomplishment

T A B L E O F C O N T E N T S

E x e c u t i v S u m m a r y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

I . G E N E R A L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

I I . R S D I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

I I I . R S D P I I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

I V . S E V E N A N D H A L F Y E A R S A S S E S S M E N T O F R S D P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 4.1. Physical Components of the Program............................................................... 10

4.1.1 Accomplishment achieved during two and half years of RSDP II .................. 104.1.2 Overall Accomplishment achieved during RSDP I & II (7 years) .............. 12

4.2 Policy and Capacity Building Projects ................................................................... 184.2.1 Improving Network Planning .......................................................................... 184.2.2 Maintenance Financing & Technical Auditing................................................ 194.2.3 Institutional Building and Working Atmosphere............................................. 194.2.4 Road Safety...................................................................................................... 204.2.5 Axle Load......................................................................................................... 214.2.6 The Federal Bridge Inventory and Inspection Works...................................... 264.2.7 National Transport Master Plan Study............................................................. 27

4.3 Impact of RSDP ................................................................................................ 284.3 Impact of RSDP ................................................................................................ 28

4.3.1 Impact on Accessibility............................................................................. 284.4.2 Impact on Quality ............................................................................................ 294.4.3 Impact on Mobility .......................................................................................... 29

V . A s s e s s m e n t O f D o n o r s P a r t i c i p a t i o n I n t h e R S D P I m p l e m e n t a t i o n . . . . . . . . . . . . . . . . . . . . 3 0

A n n e x e s

Annex 1 : Road Sector Development Program (Seven and half years Assessment)Annex 2 : Physical Plan Vs Actual by type of InterventionAnnex 3 : Physical Plan Vs Actual by Financer

Annex 4 : Financial Plan Vs Actual by type of InterventionAnnex 5 : Disbursement by type of InterventionAnnex 6 : Overall RSDP Financial Plan

Ethiopian Roads Authority 1


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C U R R E N C Y E Q U I V A L E N T

C u r r e n c y U n i t

= t h i o p i a n B i r r US$ 1.00 = Birr 8.5

G l o s s a r y o f A b b r e v i a t i o n s

ADB = Africa Development BankADLI = Agricultural Development Led IndustrializationBADEA = Bank of Arab for Economic Development in AfricaBMS = Bridge Management SystemDCI = Domestic Construction IndustryERA = Ethiopian Roads AuthorityEU = European UnionGOE = Government of EthiopiaIDA = International Development Association

MMS = Maintenance Management SystemMOI = Ministry of InfrastructureNBRP = National Bridge Rehabilitation ProgramNDF = Nordic Development FundNTMP = National Transport Master PlanOPEC = Organization for Petroleum Exporting CountriesRRA = Rural Roads AuthorityRSDP I = Road Sector Development Program First PhaseRSDP II = Road Sector Development Program Second PhaseSDF = Saudi Development FundTA = Technical Assistance



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E x e c u t i v e S u m m a r y

In the context of Ethiopias geography, pattern of settlement and economic activity it isneedless to say that transport plays a crucial role in facilitating economic development.The need for people to move, utilization for natural resources, improved agriculturalproduction and market condition, access to social facilities, land utilization and a

sustainable growth all require transport as a catalyst. Recognizing the importance of theroad transport in supporting social and economic growth and in meeting povertyreduction objectives, the Federal Democratic Republic of Ethiopia has placed increasedemphasis on improving the quality and size of the road infrastructure. To address theconstraints in the road sector related to restricted road network coverage and lowstandards, 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 adequatecapacity in the road sector, and to facilitate the economic recovery process through therestoration of essential road network. The first five-year of the program (RSDP I), 1997-

2002, was officially launched in September 1997, and has been successfully completed inJune 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 toacceptable 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 necessaryrecurrent and routine maintenance to the network. Side by side the Program alsoconsidered 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 increasingthe network connectivity and providing a sustainable road infrastructure to rural areas.Presently, s e v e n a n d h a l f y e a r s have passed since the launch of the RSDP; the programwould extend up to the year 2007. Until end of December 2004, a total of 13,125 km ofroads were constructed, upgraded/rehabilitated and maintained of which 5,769 km arefederal roads and 7,355 km were newly constructed regional roads since July 1997. Thetotal cost of projects planned for execution during the same period amounted to Birr 14.0billion (US$ 1.650 billion), while the total sum of money disbursed in the same periodamounted to Birr 12.8 billion (US$ 1.504 billion).

Of the total physical works registered so far 4,416 km road construction has beencompleted during the second phase of RSDP II over a period of two and half years (July2002 December 2004). During this period, 1308 km of roads were rehabilitated andupgraded, 171 km were constructed as new gravel road and emergency/heavymaintenance was carried out on 1581 km of asphalt and gravel roads. As compared toplanned target rehabilitation, upgrading and construction works exhibited about 111%,142% and 94% accomplishment rate respectively. Moreover, Regional Road Authoritiesplanned 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.


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P h y s i c a l a c c o m p l i s h m e n t , P l a n v s . a c t u a l b y T y p e o f i n t e r v e n t i o n ( 7 Y e a r s )

P l a n k m A c t u a l k m T a r g e t

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

ar s o f R SDPs wh s h eco r r es po n d n g p h y s ca acco m p s h men s o f h e p an n ed R eh ab a o n u p g r ad n g o f r u n k r o ad s u p g r ad n g co ns r u co n o f n k r o ad s an d p er o d cm an en an cewo r k s ex h b ed ab o u 9 0 %9 4 %an d 1 0 1 %acco mp s h m en r aer es p ecv ey M eas u red ag an s es ab s h ed ar g es can b es ad h a wo r k o n r u n k an d n k r o ad s h as g ener ay p r o ceed ed wea h o u gh h eu p g r ad n g o f n k r o ad s co mp o n en h as ex h b ed an acco m

me

ntrateoflessthan50%.Co

uctionofregionalroadsforitspa

rthasproceededsatisfactorily,

with116%ofaccomplishmen

trate.

ab a o n o f m an r o ad s ab o u 2 1 %o u p g rad n g o f m an r o ad s m o r eh an 1 8 %f or ex p an s o n and m

oads.F

ederalroadsm

en

anc

orks(periodic&

routine)haveta

ken

w

hileotherproje

ctsupportactiv

itiesincludinginstitution

ort

proje

ctsaccountedfor5%oftotalexpenditures.Thetablebel

owdepictsthesame.


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S h a r e o f E x p e n d i t u r e b y C a t e g o r y ( 1 9 9 7 - 2 0 0 4 )

E x p e n d i t u r e C a t e g o r y

S h a r e o f

E x p e n d i t u r e s

Federal Roads

Rehabilitation 32.1%Upgrading 20.9%

Construction 10.8%Routine Maintenance 8.2%Periodic Maintenance 3.3%Others (including InstitutionalSupport)

4.8%

Regional Roads

Construction 16.2%Routine Maintenance 2.2%Others 0.2%

Community Roads

Urban Roads 1.2%

Total 100%

The overall performance of the Program against the objectives and benchmarksestablished in 1997 and later in the Mid-Term Review of RSDP I must be judged asgood. 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% in2004. At the same time, substantial progress was made in institutional capacity buildingand policy enhancement.



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I . G E N E R A L

Road transport is the dominant mode and accounts for more than 95 percent of motorizedinter-urban freight and passenger movements. Yet, Ethiopia has to its size andpopulationa very limited road network, currently about 36,496km, hampering economicdevelopment especially in the rural areas. The overall condition of the classified networkis also poor; currently only 37percent are identified to be in good condition.

The government, in recognition of the crucial role the road sector plays for the economicdevelopment of the country; has set out a Road Sector Development Program (RSDP) tospeed up the improvement and expansion of the road network. The program provides acomprehensive approach of integrating the implementation of key road investments withmajor policy and institutional reforms. The objective of the RSDP is to restore Ethiopiasroad network, which has become an obstacle to the sustainability of the economicdevelopment program, and to develop institutional capacity of the road agencies toproperly manage the networks.

The RSDP is scheduled over a period of ten years (1997-2007) and is divided into twophases (RSDP I and RSDP II). The first phase of the RSDP ended in June 2002; the on-going RSDPII stretches over the period 2002-2007. Various donors including the WorldBank, European Union, ADB, NDF, BADEA, OPEC Fund, Governments of Japan,Germany, U.K., Ireland, Sweden, the Road Fund and the Government of Ethiopia havebeen committed to the Program implementation through provision of the requiredfunding. 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 forthis multifaceted program.

I I . R S D P I

In consistent with the broad objective of RSDP I (i.e. to restore the road network toacceptable condition), the main target of the first phase of the program was to increasethe road density to 0.49 km per 1,000 population and 27 km per 1,000 km2 and toaugment the proportion of road network in good condition to 35%. Accordingly, duringRSDP I, a total of 8,636 km of roads were constructed or rehabilitated of which 2,636 kmare federal roads and 6,000 km are newly constructed regional roads. A total of Birr 7.1billion 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 ofthe increase, 83%, in the regional roads. As a result, the proportion of the areas that wereassumed to be more than half a day walk from an all-weather-road in 1996 have beenslightly reduced. Further, the maintenance effort and the few completed sections of roadrehabilitation projects has improved the condition of the network slightly, increasing theproportion of road in good condition from 21% in 1995 to 30% in 2002. All in all, RSDPI increased the road density to 30km per 1000km

2and 0.49km per 1000 population.



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I I I . R S D P I I

Program Objectives: The primary objective of RSDP II is to restore and expandEthiopias road network, which have become an obstacle and major impediment tosustainability of the economic development program. Side by side the program has beendeveloped to assist in strengthening the management and technical capacity of the road

sector to manage the road network, and develop the capacity of domestic constructionindustry. 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, 45percent of the roads in good condition (from 30% in 2002). Also, the program aims atselectively constructing new roads to have 36-km/1000 km2 including low-class roadsand 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/1000populations in 2007. Through this process an efficient and self-sustaining constructionindustry 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 ofroads, and routine maintenance on all types of roads;

c) Institutional support to strengthen ERA, RRAs, RFO, DCI and man-powertraining and different studies to assist in the execution of some elements of thesector emanated from the vast increase activities under the program, combinedwith 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 transportoperations, rural transport, HIV/AIDS, performance monitoring and a variety ofsystem studies.

The total cost of the Program (i.e. RSDP II) has been estimated at Birr 12868.9 million(US$1,514.0 million).



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I V . S E V E N A N D H A L F Y E A R S A S S E S S M E N T O F R S D P

Seven and half years have passed since the commencement of RSDP implementation,which was officially launched in September 1997. The Program involves a number ofcomponents including civil works, capacity building, and policy issues with a view tobring 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. Investmentpriority criterion for selection of projects to be included in the RSDP had been clearlypredetermined during program preparation and has been strictly followed duringimplementation. Consistent to this criterion, both Government and donor-funded projectshave been under implementation since the launch of RSDP. Several main trunk roadshave been and still some are being upgraded/rehabilitated and new link roads constructedto open up potential areas in line with the countrys Agricultural Development LedIndustrialization strategy (ADLI). As a result of the investment, the share of federal roadsin good condition has improved from 22 per cent in 1997 to 37percent in 2004 withaverage annual increase of 6% over the period. Some improvements have also beenrealized 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 improvedon 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 atotal 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 yearbetween 1997 and 2004. The road network in the year 1997 was 24,970km.

Table 1 summarizes impact of works undertaken between the year 1997/98and 2003/04measured in terms of selected indicators.

T a b l e 1 : C h a n g e i n s e l e c t e d i n d i c a t o r s

I n d i c a t o r s 1 9 9 7 2 0 0 2 2 0 0 4

Proportion of asphalt roads in Good Condition 17% 35% 49%

Proportion of gravel roads in Good Condition 25% 30% 34%

Proportion of rural roads in Good Condition 21% 28% 36%

Road Density/ 1000 sq. km 24.1km 30.3km 33.2km

Road Density/ 1000 Population 0.46km 0.49km 0.51km

Proportion of area more than 5km from allweather road

79% 75% 72%

Average distance to the road network 21.4km 17km 15.5km



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35%

30%28%

0%

5%

10%

15%

20%

25%

30%

35%

40%45%

50%

Asphalt

Roads

Gravel

Roads

Rural Roads

Road in Good Condition in Year 2002

49%

34%36%

0%

5%

10%

15%

20%

25%

30%

35%

40%45%

50%

Asphalt

Roads

Gravel

Roads

Rural

Roads

Road in Good Condition in Year 2004

4 . 1 .

P h y s i c a l C o m p o n e n t s o f t h e P r o g r a m

4 . 1 . 1 A c c o m p l i s h m e n t a c h i e v e d d u r i n g t w o a n d h a l f y e a r s o f R S D P I I

At the federal level, it was planned to rehabilitate about 491km of roads with a total costof Birr 910.2 million, upgrade 550 km of roads at a total cost of Birr 1169.4 million andconstruct 181km of roads at a cost of Birr 483.6 million. It was also planned to maintain1052km of asphalt and gravel roads with a budget of Birr 354.8 million and to maintainand 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, institutionalcapacity building and policy support projects. The planned total cost to perform all theabove 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, 171kmwere constructed as new gravel road and heavy/emergency maintenance was carried outon 1581km of asphalt and gravel roads. In addition to this, detailed design study, designreview, feasibility and EIA studies have been undertaken for a number of road projects.Moreover, Regional Road Authorities planned to construct 1127km of rural roads andthey managed to construct about 1276km of rural roads

1, 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% and120% respectively, specifically for the period under consideration (See Table 2).


1The accomplishment is only up to end of June 2004, data for the last 6 months could not be gathered fromall regions in good time.


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4 . 1 . 2 O v e r a l l A c c o m p l i s h m e n t a c h i e v e d d u r i n g R S D P I & I I ( 7 y e a r s )

4 . 1 . 2 . 1 R e h a b i l i t a t i o n o f T r u n k R o a d s

All roads identified for rehabilitation under RSDP are asphalt surfaced main roads. Mostof 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 thiscomponent as of December 2004 are 1521 km against planned target of 1819 km, whichmeans 84 % rate of accomplishment. The total actual expenditure during the same periodamounted to Birr 4103.5 million, while the allocated budget for this component was Birr4071.6 million. Accordingly, the disbursement rate is 101 percent.

Details of physical plan and accomplishment together with budget and disbursement foreach road project under this category are presented below.

T a b l e 3 : P h y s i c a l a n d f i n a n c i a l a c c o m p l i s h m e n t o f R e h a b i l i t a t i o n P r o j e c t s

Budget & Disbursement in million Birr

P h y s i c a l F i n a n c i a l

A g e

I t e m

N o .

P r o j e c t s T o t a l

L e n g t h

P r o p o s e d

W o r k

F i n a n c e r

P l a n A c c o m . B u d g e t D i s b . A c c o . D i s b .

S t a t u s

1 Semera Elidar 95 AC ADB 95 95 214.3 283.7 100 132 Completed

2 Mille Assab 196 AC IDA 102 100 293.8 471.8 98 161

3 Addis Awasa 265 AC EU 265 260 369.1 386.4 98 105 Substantially completed

4 Addis Jimma 342 AC EU 317 195 489.3 413.9 62 85 On-going

5 Modjo Mille 442 AC IDA 425 440 878.6 987.9 104 112 Completed

6 Addis Tarmaber 200 AC EU Substantially delayed

7 Tarmaber - Combolcha187 AC

EU 156 136 360.8 321.9 87 89 On-going8 Combolcha - Woldiya 145 AC EU 87 0 199.7 To be re-tendered

9 Addis Gohastion 186 AC Japan 186 186 339.8 470.9 100 139 Completed

Gohatsion - Dejen 43 AC Japan 1.8 1.8 100 Design

10 Addis Ambo 112 AC Germany 113 32 310.2 147.9 28 48 On-going

11 Ambo Gedo 57 AC Germany 2.0 1.0 50 Design Review

12 Gedo Nekempte 136 AC IDA 0.9 Design

13Kulubi Dengego Harar

80 ACIDA 73 76 594.6 565.8 104 9 5 Substantially completed

14 Nazareth Assela 79 AC IDA 1 16.9 48.7 288 On-going15 Addis -Nazareth

(Dual Carriageway)100 ASD/AC

Uniden. 0.7 0.9 129 Feasibility Study completed

T o t a l 1 8 1 9 1 5 2 1 4 0 7 1 . 6 4 1 0 3 . 5 8 4 1 0 1

4 . 1 . 2 . 2 U p g r a d i n g o f T r u n k R o a d s

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



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2536.1 million. The physical and financial accomplishment rate is 101% and 109%respectively. Details of physical plan and accomplishment together with budget anddisbursement for each road project are presented below in Table 5.

T a b l e 4 : P h y s i c a l a n d f i n a n c i a l a c c o m p l i s h m e n t o f T r u n k r o a d s U p g r a d i n g P r o j e c t s



A g e

I t e m

N o .


L e n g t h

P r o p o s e d

W o r k

F i n a n c e r


S t a t u s

1AlamataKoremB/Mariam 115 ASD GOE 92 42 124.2 138.5 46 112 On-going

2 Sodo - Arbaminch 120 ASD GOE 120 120 95.1 105.6 100 111 Completed

3Woldiya Alamata/Betemera Wukro

195 ACIDA 195 195 500.5 512.9 100 102 Completed

4 Debremarkos Gondar 428 AC IDA 343 331 555.0 805.0 97 145 On-going

5 Awash Kulubi 232 AC IDA 217 218 98.7 214.8 100 217 Substantially completed

6 Alemgena Butajira 120 ASD ADB 120 120 249.8 299.8 100 120 Completed

7 Harar-Jijiga 102 ASD EU 3.8 4.6 118 Design

8Assela-Goba/Shashamane - Dodola

316 ASDIDA 1.0 0

9 Nekempte Mekanejo 127 ASD IDA 3 10.2 69.6 682 On-going

10 Harar Jijiga D/habour 186 Gravel GOE 100 125 97.2 86.1 125 89 Completed

11Mekanejo Nejo Mendi

112 ASDOPEC 9 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 31.3 0 Design Review

14 Metu Gambela 171ASD OPEC/

BADEA 11.6 3.5 30 Design

15 Gondar - Shire 289 ASD IDA 10.8 10.2 94

16 Mendi Assosa 79 ASD GOE 12 124.7 41.9 34 On-going

17 Butajira Sodo 189 ASD ADB 15 9 147.7 116.5 60 74 On-going

18Arbaminch Jinka(Arbaminch Delbena)

246 ASDGOE 9.9 10.5 105 On-going

19Meisso D/ Dawa -Dewele

374 ASDEU 5.4 0.1 2

20 Jima - Mizan 220 ASD ADB 4.3 3.1 72

T o t a l 1 2 6 1 1 2 5 9 2 3 1 4 . 5 2 5 3 6 . 1 1 0 1 1 0 9

4 . 1 . 2 . 3 U p g r a d i n g o f L i n k R o a d s

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



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million. The low physical accomplishment is mainly attributed to the poor performanceof local contractors who are engaged in upgrading of Dubti Assaita and MazoriaDurame Durgi roads projects. Details of physical plan and accomplishment togetherwith budget and disbursement for each road project are presented below.

T a b l e 5 : P h y s i c a l a n d f i n a n c i a l a c c o m p l i s h m e n t o f U p g r a d i n g o f L i n k R o a d P r o j e c t s



A g e

I t e m

N o .


L e n g t h

P r o p o s e d

W o r k

F i n a n c e r


S t a t u s

1 Adigrat - Shire 194 ASD IDA 15.0 9.0 60

2 Woreta - Woldiya 293 ASD IDA 11.9 7.3 61 Re-tendered

3 Kombolcha - Mille 131 AC EU 5.6 3.5 64

4 Gondar - Humera 250 ASD GOE 11.8 10.8 92 Design

5 Dubti - Assaita 58 ASD GOE 52 39 120.2 64.4 75 54 On-going

6

Majoria Durame -

Durgi

75 Gravel

GOE 59 13 88.0 26.0 22 30 On-going

7 Mekanejo - Dembidollo 211 ASD IDA 6.3 3.9 62

8Aposto Wondo -

Negele247 ASD

IDA 13.6 6.0 44

9 Azezo - Metema210 ASD OPEC/BAD

EA/SDF 4.6 2.6 57 Design

10 Holeta - Muger 75 ASD GOE 0 0.3 Design completed

T o t a l 1 7 4 4 1 1 1 5 2 2 7 7 . 0 1 3 3 . 9 4 7 4 8

4 . 1 . 2 . 4 C o n s t r u c t i o n o f L i n k R o a d s

Though the primary focus under the first phase of the Program was on the restoration ofthe existing network, a number of important gravel surfaced new link roads have beenconstructed. During the past 7 years of RSDP the construction of 932 km new linkroads are completed with a total outlay of Birr 1359.1 million. The physical and financialaccomplishment rate is 99 % and 111% respectively.

Details of physical plan and accomplishment together with budget and disbursement foreach road project are presented below.



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T a b l e 6 : P h y s i c a l a n d f i n a n c i a l a c c o m p l i s h m e n t o f C o n s t r u c t i o n o f L i n k R o a d P r o j e c t s


P h y s i c a l F i n a n c i a l A g e

I t e m

N o .


L e n g t h

P r o p o s e d

W o r k

F i n a n c e r


S t a t u s

1 Chida Sodo 165 Gravel ADB 165 165 240.6 329.8 100 137 Completed

2 Mille - Chifra - Woldiya 156 Gravel GOE 156 156 65.6 105.0 100 160 3 Azezo Ginte 76 Gravel GOE 76 76 38.6 49.2 100 127

4 Ginte Metema 108 Gravel GOE 108 108 133.8 136.8 100 102

5AlamataMehoni-Hiwane

135 Gravel GOE135 135 141.0 179.7 100 127

6 Indesellasie - Humera 144 Gravel GOE 144 144 76.5 62.8 100 82

7 Tekeze Humera 128 Gravel GOE 128 128 165.2 131.1 100 79

8Gedo - Fincha L/Bereha

146 Gravel GOE136 135 133.3 115.5 99 87

9 Dera Mechara 239 Gravel IDA 1 14.3 63.7 445

10 Konso - Yabello155 Gravel

Uniden. 2.4 1.5 63

11 Woito Omorate230 Gravel

3.5 1.5 43

12 Keyafer - Turmi 100 Gravel 2.1 1.3 62

13 Sawla - Kako100 Gravel

1.5 1.3 87

14 Babile Fik126 Gravel

IDA 11.2 10.0 89

15 Yalo Dalol150 Gravel

IDA 8.2 10.4 127

16 Mete Godere72 Gravel

NDF/IDA 6.4 3.3 52

17 Durbete - Gelago260 Gravel

GOE 6.7 3.0 45

18 Shekhusein Micheta 170 Gravel GOE 63 50 145.0 122.2 79 84

19 Wacha - Maji157 Gravel

ADB 5.7 8.6 151

20 Kombolcha -Gundowoin300 Gravel

GOE 14.4 16.5 115

21 Bonga - Chida110 Gravel

Uniden. 1.8 5.5 289

22 Washa Wuha-Namraputh 200 Gravel Uniden. 8.1 0.2 2

23 Humera - Lugdi46 Gravel

GOE 0 0.2

T o t a l

1 7 4 4

1 1 1 1 1 0 9 8

1 2 2 2 . 9

1 3 5 9 . 1 9 9 1 1 1

4 . 1 . 2 . 5 F e d e r a l R o a d s H e a v y M a i n t e n a n c e P r o g r a m

Under the RSDP heavy maintenance intervention has been planned to be undertaken onpriority roads that were in fair condition, with the objective of restoring the condition ofthe network and to establish a more effective flow of goods and services countrywide.Accordingly, about 1818km of periodic/emergency maintenance work was planned witha budget of Birr 668.6 million; actual maintenance accomplishments achieved as ofDecember 2004 turned out to be 1898 km, which is 104% of the plan. The total sum ofmoney 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 ofroads which are planned to be constructed in later years and significant emergency workswere undertaken on originally unplanned roads. Details of physical plan andaccomplishment together with budget and disbursement for each road project arepresented below.



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T a b l e 7 : P h y s i c a l a n d f i n a n c i a l a c c o m p l i s h m e n t f o r M a i n t e n a n c e P r o j e c t s


P h y s i c a l F i n a n c i a l A g et e m

N o .


L e n g t h

P r o p o s e d

W o r k F i n a n c e r


S t a t u s

1 Awasa Hageremariam145

Maint. IDA 122 106 65.6 36.8 87 56

2 Wolkite Hossaina 127 IDA 118 120 32.4 30.4 102 94

3 Shashamane - Alaba50 IDA 40 10 26.2 3.7 25 14

4 Bedele Metu115 IDA 99 81 52.3 25.7 82 49

5 Dejen Debremarkos50 IDA 44 30 22.5 11.1 68 49

6 Gohastion Dejen41 IDA 41 39 8.8 12.8 95 145

7 Arbaminch Jinka80 IDA 64 80 3.2 8.2 125 256 Completed

8 Wukro Zalambessa55 IDA 45 45 27.3 8.1 100 30

9 Jimma Bonga113 IDA 103 113 21.6 14.3 110 66 Completed

10 Goba - Meslo - Bitata120 IDA 73 38 20.1 18.5 52 92

11 Gondar Humera80 IDA 38 48 7.5 18.5 126 247

12 Mekele - Abiadi - Adwa 190 IDA 115 113 34.6 19.3 98 56

13 Negele - Filtu Dollo150 IDA 100 125 29.7 10.8 125 36

14 Tekeze Shire100 IDA 63 70 17.2 13.9 111 81

15 Robe - Gasera - Ginir50 IDA 37 9 12.7 5.3 24 42

16GondarTekeze-Shire(Debark-Adigebru)

93 Road Fund

8519.3 71 66

17Abay BridgeRehabilitation

IDA 19.1 1.0 5

18Supervsion (ERP): -Main road

IDA 58.5 4.2 7

19Gravel RoadsEmergency Maintenance

Road Fund

631 811 190.0 184.2 128 97

T o t a l 1 8 1 8 1 8 9 8 6 6 8 . 6 4 2 6 . 8 1 0 4 6 4

4 . 1 . 2 . 6 R e h a b i l i t a t i o n a n d R e p l a c e m e n t o f B r i d g e s

Bridges and structures, which are found along the road stretches, need to be properlymanaged and receive appropriate intervention in order to make them capable of cateringto the increasing traffic. Most of the existing bridges and structures are highlydeteriorated or even if some of them look sound they are narrow and cannot serveefficiently the modern big size trucks. Because of the above reason some bridges andstructures have been proposed to be replaced or maintained.

During the 7 years period, about Birr 95.4 million was allocated for bridges andculverts rehabilitation and replacement. Most of the bridges identified formaintenance/reconstruction under RSDP are financed from Government treasury. TheRoad Fund also financing emergency bridge maintenance as and when deemed necessary.The World Bank through the Emergency Recovery Program made available funding forthe rehabilitation of various structures located with in the Dire Dawa Duri - Deweleroad. 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.



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T a b l e 8 : B r i d g e s a n d S t r u c t u r e s f i n a n c i a l a c c o m p l i s h m e n t


P h y s i c a l ( ) F i n a n c i a l A g e

I t e m

N o .

P r o j e c t s

P r o p o s e d

W o r k

F i n a n c e r


S t a t u s

1 Dire Dawa Duri (ERP) IDA 100 68.4 37.2 54 Completed

2 Tekeze Bridge GOE 100 4.2 3.6 86 Completed

3 Awash Amibara Bridge GOE 100 4.2 3.0 71 Completed

4 Kessem Bridge GOE 100 3.1 2.9 94 Completed

5 Omo Bridge GOE 7 12.0 5.5 46 To be re-tendered

6 Duri-Dewele Bridge (ERP) IDA 9.4 On-going

7Arbaminch Jinka (2

bridges) GOE 3.5 5.2 149 On-going

8Emergency Maintenance onvarious bridges Road Fund 3.4

9 5 . 4 7 0 . 2 7 4

4 . 1 . 2 . 7 C o n s t r u c t i o n o f R e g i o n a l R o a d s

As a result of policy and institutional reforms launched at the very beginning of theProgram each national regional state has been accountable to the management and controlof rural roads with in their boundaries. Each region has been engaged with theconstruction and maintenance of substantial rural road networks utilizing the allocatedbudget from the respective regions. During the past 7 years 7276 km of new regionalroads have been constructed against planned target of 6258 km. The total disbursementmade for the execution of different projects in all regions including routine maintenanceadds up to Birr 2359.0 million.

4 . 1 . 2 . 8 F e d e r a l R o a d s R o u t i n e M a i n t e n a n c e

This is a continuous activity that does not depend on the engineering characteristics of theroad or volume of traffic. Routine maintenance is undertaken on a regular basis andincludes grass cutting, clearing ditches, culvert maintenance, drainage clearing, roadsigns maintenance etc. It was realized that the sustainability of the major achievementsof the RSDP depends critically on timely and efficient maintenance of the network. Thistime, the required cost for routine maintenance work is entirely covered by the RoadFund.

The total cost planned to be disbursed for federal, regional and urban roads routinemaintenance as of December 2004 was 1349.7 million, whereas the amount disbursedduring the period amounted to Birr 1478.3 million. Out of the total maintenanceexpenditure Birr 1047.3 million is for federal roads, Birr 283.1 million for regional roads,and Birr 147.9 million is for urban roads.



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4 . 2 P o l i c y a n d C a p a c i t y B u i l d i n g P r o j e c t s

Works in this category include training of personnel, District Maintenance Organizationcapacity building and the overall institutional building of ERA, studies to support RSDPproject 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 theseprojects 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 thecapacity of Road Agencies and domestic contractors has shown its dedication in a letterdistributed to all donors (Letter of Road Sector Policy) on May 9, 2003. Substantialprogress is made in involving domestic contractors in road works by both facilitatingtheir involvement and availing more contracts. The World Bank has joined theGovernment in this effort by allowing several contracts under ERP and an additional of170km asphalt work under the recently approved Road Sector Development Phase I andphase 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 ADBwill be engaged in this aspect starting May 2005.

Other activities that are needed to enable attainment of the physical targets were alsoundertaken; which are summarized as follows.

4 . 2 . 1 I m p r o v i n g N e t w o r k P l a n n i n g

A study to analyze the Ethiopian road network using some road network-based planningtheories related to accessibility and connectivity has been undertaken. The effort is todevelop a more coherent, network-based approach to road planning and management incontrast to the piece-meal approach that project based investment appraisal had produced.

A particular assignment is the identification of a federal network that could beaffordable within reasonable resources, and which would serve priority functions. Morespecifically, the exercise was to estimate the size and structure of federal road networkand the links that constitute the system. This exercise has already been used as a basis forcosting MDG when Government recently prepares Road Infrastructure NeedsAssessment in the context of MDG.

In addition, it is already realized that lack of updated maps could be an obstacle to theapplication of road planning, which necessitates developing detailed and updated roadmaps. To overcome this problem ERA has initiated a GIS establishment and itsaccompanying information technology during the RSDP II period. This development

should assist with developing a comprehensive road data bank that will help withintegrating 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 socialdimensions and consideration of Corridor Approach. In this effect, a study on PovertyImpact of Transport Operations and Corridor Development Plan with a finance from theWorld Bank has been successfully completed. A follow-up assessment on Transport andPoverty Observatory is planned to be undertaken every year starting next October.



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4 . 2 . 2 M a i n t e n a n c e F i n a n c i n g & T e c h n i c a l A u d i t i n g

The Planning and Programming Division assisted by TA financed by EU has recentlyproduced a study on Road Financing and Road User Charges in Ethiopia. The purpose ofthe report is to review the funding of road maintenance in Ethiopia and to consider howfunding 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 roadfunds and analyses the operation of the Ethiopia Road Fund. A detailed analysis of roaduser charges is carried out for different vehicle types and different road networks. Aseries of different charging scenarios are presented and the case is made for funding tocover maintenance costs using both the fuel levy and an annual vehicle charge. Anadditional study to review this study and ensure that the rates realistically reflect the truecost of road use, is on-going by a Consultant. Another important on-going effort is theestablishment of Technical and Financial Audit of Road Fund. Up on completion andimplementation of these two studies the efficiency of maintenance is expected to be muchimproved.

4 . 2 . 3 I n s t i t u t i o n a l B u i l d i n g a n d W o r k i n g A t m o s p h e r e

The Government is striving towards the development of the institutional capacity of theroad sector at federal and regional level. Recognizing inadequate incentives as one of theroot problems for inefficiency in road management, the Government has further reformedERA and improved pay scale. The revised salary scale, that will make ERA competitiveinthe market has been introduced and effected as of July 1, 2003. This new salary scaleis 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 profitcenter, to effectively maintain and administer the road network. Further contracting out ofworks is progressing with the introduction of term maintenance contracts on limited ERAsections as a first instance, to facilitate the involvement of private contractors on routinemaintenance, starting this fiscal year.

Mechanized Routine MaintenanceLocal consultants are engaged on services to support the pilot routine term maintenanceprojects of Sodo and Bonga sections. The successful consultants will take over thenetwork management role from ERA, undertake local contractor procurement; also theywill supervise and manage all maintenance works within the sections. An increasedsections are also identified for future expansion of this concept involving both ERAdistricts and private contractors.

Labor-based maintenanceA strategy document aimed at encouraging the involvement of emerging contractors inroutine and labor based road maintenance has been finalized & issued to relevant sectionsfor comment. ILO is directly engaged in rendering training for RRAs and privatecontractors.



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4 . 2 . 4 R o a d S a f e t y

Ethiopia is one of the countries with poor accident records in the world. Currently thecountry loses about 1700 lives each year in Road Accident with another 7000 reportedinjuries. As these numbers are only those that are reported to the Police and the truecausality 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 orderof 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 roadinfrastructure may positively influence the other factors towards the enhancement of roadsafety. Accident occur at both construction as well as operation phases of the roads. Themajor causes during construction phase are attributed to absence of warning signs atcritical spots in the construction sites. During operation phase, absence of signs, damageson and theft of signs, and roads features related to geometry contribute to deterioration ofroad safety. Above all, it is found that the human factor shares the bulk of road crushcauses.

A study to identify a sectoral road safety program has been carried out by an internationalconsultant with funding from EU. Development and implementation of successfulmeasures to improve the safety of the roads and to reduce traffic accidents remains apriority; this is, however, a difficult task to accomplish as it calls for close coordinationbetween several ministries and agencies. On the basis of the recommendations of thestudy, an Interim Working Group comprising representative from the Ethiopian RoadsAuthority, Road Fund Administration and the Federal Police Commission has beenestablished with short and long-term objectives for 2 and 5 years respectively. The short-term objectives mainly focus on introduction of safety issues to the public as much hasnot been done in this aspect so far except so far except isolated efforts made by some ofthe 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 operationalworks will be undertaken in a sustainable manner. These include actions that requirelonger term for road safety improvement in the area of accident data system, traffic lawenforcement, traffic safety education for children, coordination and funding. etc.

The Ethiopian Roads Authority at present is playing a vital role through participating atsteering and technical committee levels mainly in:

reviewing different safety-related documents

reviewing work plans and annual budgets

training experts from Regions on safety engineering, andother related issues

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



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As guidelines to the above intervention, the ERA has issued a Road Safety Audit Manualin September 2004 to be utilized by the Client, Consultants, Contractor and otherinterested entities in the sector.

The National Road Safety Co-ordination Office has recently made black spotidentification 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 ERAlooks forward to establish a relationship with organizations (nationally andinternationally) 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 A x l e L o a d

The Road Transport Authority was the implementing agency for controlling size andweight of vehicles until 1999. In 1999 this responsibility has been transferred to ERA toimprove the management and better enforce the legal limits.

Enforcement of axle load limits is one of the area where the Ethiopian Road Authorityhas given prior attention. To make the enforcement effective, the operation ofweighbridge stations are set under the direct supervision of the Head Quarter. For theenforcement of the regulation nine stationary weighbridges have been installed atstrategically important places throughout the country. The weighbridges are located insuch a way that they cover most of the main routes. These weighbridges are working 24hrs 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 randomaxle load control activities. Thus, three mobile teams are dedicated for this task indifferent place of the country. These mobiles are primarily used on those routes wherestationary weighbridges do not cover.

Data on individual axles of each vehicle are recorded at the stations. Each station sends asummary of the recorded data each month to the head quarter. Reports from all stationsare 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 theannual road condition report. The report provides information about the level ofoverloading 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 bepenalized at the nearby courts for the damage they caused on the road. However, the levelof penalty is so small that it does not have a serious effect on persistent offenders. Thevehicles are allowed to proceed their trip only after they offload their excess load.



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Efforts made

a) Axle load Management study:

As part of the Road Sector Development Program, a great emphasis has been given forpreservation of the existing road infrastructure through appropriate maintenance and

rehabilitation interventions and strengthening overload controlling. As part this effort, astudy has been carried as how to control axle overloading in particular, and improve axleload management in general. The study recommended different measures to be taken tominimize 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 existingweighbridges to a modern weighing system and install additional ones at the boarderentries 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 theart modern electronic data recording and processing equipment. Thus, they need to beupgraded to meet modern axle load management demand. The rehabilitation of theweighbridges will involve replacing the original mechanical weighing devices by modernelectronic equipment with digital out puts to facilitate control and data analysis.

To this effect, the consultant has prepared tender dossier for the procurement ofweighbridges, ancillary equipment, vehicles and three units of mobile weighbridges. Asper 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 costof 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 todiscourage persistent offenders. Level of penalties are proposed and recommended to beapplied as measured on site. It is believed that an effective penalty regime for overloadedtrucks will have a detrimental effect on the drivers/owners of the vehicle. ERA hasaccepted the consultants recommendation and the issue will be addressed byintroduction of revised axle load regulation and penalties as part of the new TransportRegulation through the Road Transport Authority.

The other recommendation of the consultant is to increase maintenance budgets to coverthe needs in road maintenance. The consultant has proposed to secure funds from fuellevy, vehicle licensing fee, overloading penalty and others. This recommendation isalready considered by the Government and a dedicated Road Fund is formed for thispurpose.



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b) Awareness building:

One of the efforts being made by the Authority is conducting awareness buildingactivities and encouraging participation of stakeholders in axle load enforcement. As partof this effort workshops and seminars have been carried out for all stakeholders, inparticular transporters, about axle over loading and the regulation. In addition, placards

showing the purpose of axle load control and suggestion boxes are placed at weighbridgestations. Pamphlets containing information about the purpose of axle load control,consequences of over loading and the regulation are being distributed at weighbridgestations to drivers.

ERA encourages private operators to participate in the enforcement activity. Thus, acommittee has been formed from all stakeholders, including private operators, to assistERA in the enforcement of axle load limits. A regular meeting and discussions areunderway on issues related to the enforcement.

c) Action plan

An action plan for the year 2003 to 2006 is prepared for the implementation of therecommendations of the Axle Load Management study and strengthening theenforcement. 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 hasbeen already started as of March-20004 at all weighbridge stations. This has brought,though challenging, a significant improvement in the enforcement effort. Maintenance ofweighbridges and renovation of stations, improving working condition at the station,regular monitoring and intensive use of the available mobile weigh scales are some of theactivities being carried out by ERA.

d) In house improvement study

As a regular effort to improve the enforcement activities, ERA has established an in-house committee to study how to better control axle overloading. The main task of thiscommittee is to identify the major obstacles, which challenge the enfacement activitiesand recommend improvements taking into account the current practice and other relevantstudy recommendations. The committee is expected to discuss the issue with allstakeholders incusing transport companies and other government institutions.

It is believed that the findings and recommendations of this study will help to improvethe overall overload controlling activities. The committee is currently at its initial stageand 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, toenforce axle load limits through nine stationary weighbridges located at different placesand 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.



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But still a lot should be done to further minimize the number of vehicles beingoverloaded. Most of the overloaded vehicles are those with single rear axles.

The following chart shows the extent of overloading in the last few years.

Extent of Overloading

Year

%ofoverloadedvehicles&

%ofoverloadedrearaxles

Similarly, the average weight of overloaded individual axles are decreasing from time totime. This is very important as damage caused by individual axles is severe than by grossweight.

The following graph shows how the average weight of individual axles is decreasing inthe last few year. However, the values are still far high from the allowable 10 ton limit.

.

Average weigjt of overloded individual axles, ton

Weightofindividualaxles,

ton



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A more encouraging result in enforcing axle lad limits has been achieved after thecommencement of offloading of excess load since in March 2004. Overloading of rearaxles is decreasing in terms of extent and weight. Thus, currently most of the overloadedaxles are concentrated between 10 and 12, ton. This is a considerable achievement whencomparing to the fact that most of the axles were overloaded above 14 tons few yearsago.

Trends of overloading July - December 2004

%ofOverloding

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

The way ahead

The Ethiopian Roads Authority has committed itself more than ever to enforce axle loadlimits. 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 aresponsibility 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 nowlooking for finance to realize modernization of the weighbridges.

The revised regulation on axle load limits and scales of penalty, which is expected to berealized soon through the Road Transport Authority, will help to improve theenforcement effort.

ERA will go forward as per the prepared action plan. Improvements are now beingrecorded as detaining of overloaded vehicles and offloading of excess loads arecommenced. ERA will continue working closely with all stakeholders, transporters inparticular, and conducting awareness building of the public through educationalcampaign and all other possible ways.



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After the transfer of the enforcement activity to ERA, a study has been carried out withthe assistance of EU as how to improve the axle load management. The studyrecommended different measures to be taken to minimize the overall transport costs andmake the transport system more efficient. Among the recommendations of the study are;

4 . 2 . 6 T h e F e d e r a l B r i d g e I n v e n t o r y a n d I n s p e c t i o n W o r k s

Highway bridges are very important components in the expanding transportationnetworks. Bridges need to be managed to ensure that they are regularly inspected andassessed, so that appropriate maintenance is carried out to maintain a required level ofperformance throughout their design life. Presently, more than 4500 bridges are estimatedto exist in the country. Most of these bridges are old and currently suffering from heavytraffic load, which they were not originally designed for. In general, due to ageing,overloading, negligence in maintenance and different types of damage, most of thebridges in Ethiopia are not capable of catering to the increasing traffic. Inspection reportrecently 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 bydifferent local and international contractors, poses a problem for maintenance action. Inthe 21stCentury, Bridge Management System is considered as vital tool availing generaland detailed information on bridges that assists management body to make a decision.

The Government of Japan through JICA has extended much support towardsstrengthening ERAs capacity in the area of bridge management and maintenance.Following singing of Technical Cooperation agreement between the Government ofJapan 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 inpreparation of Bridge Inspection Manual; Type of damages, cause and Repair MethodsManual; Bridges Type Identification Manual; and Bridge Management System (BMS)Manual, which enable ERA to organize bridge data (inventory) of the country. As asystem ERA-BMS is integrated with the road network identity developed for roadMaintenance Management system (MMS) and is functioning satisfactorily in providingeasy and well-arranged general and detailed information on geometrical and conditiondata of bridgesprovided that inventory and inspection data are entered into the system.

ERA, having developed computerized BMS, will keep and update data and will alsomanage bridges by planning short and long term programs for rehabilitation activity.

Launching the National Bridge Rehabilitation Program (NBRP) and its sub programNational Bridge Inventory and Inspection Program has been found necessary to getreliable bridge data, which will serve as a platform to decide on bridges rehabilitationmatter. As a result, ERA will shortly launch the preparation of Federal Bridge MasterPlan with funding from the Road Fund Administration Office in two packages.



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4 . 2 . 7 N a t i o n a l T r a n s p o r t M a s t e r P l a n S t u d y

Impact of transport on the development of economic and social sectors of a country isevident. There exist different modes of transport in Ethiopia, where road transportremains the single most important means for travel and transport. It accounts for morethan 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 satisfytheir basic needs. Yet, a large majority of the countrys population still have no access toconventional modern transport services, hence they depend on traditional modes oftransport.

Realising the importance of transport development in the promotion of the country'seconomy and to create strong regional economic relations and social ties, the GOE hasliberalised some of the transport modes to enable and encourage competition. Privateinvestors 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 notcontrol the transport service provisions. The Government has also extended its relationswith neighbouring countries, (Sudan, Djibouti, Kenya, etc.), in order to explore and availthe country of alternative road transit corridors to enhance foreign trade.

The Government of Ethiopia through the Ministry of Infrastructure (MOI) intends toprepare a National Transport Master Plan for the country with in-depth analyses andrecommendations 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 inclearly identifying priorities for an integrated, cost effective transport services and topromote a multi-modal transport system in line with the National Economic DevelopmentPolicy.

It is anticipated that, the NTMP would enable the government to decide on the futuredevelopment and financing of the transport sector, with infrastructure developmentsbased on medium to long-term projections in line with international, regional anddomestic transport demand including developing and formulating institutionalarrangements for the purpose.

The required finance for the study has been secured from European Commission. Withregard to the current status of the study, the preparation of bidding document has alreadybeen finalized.



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4 . 3 I m p a c t o f R S D P

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

4 . 3 . 1 I m p a c t o n A c c e s s i b i l i t y

The total road network of the country at the beginning of RSDP was about 26,550 kmwith a road density of 0.46 and 24.14 per thousands population and per thousand squarekm respectively. Due to the construction of new gravel and regional roads during 7 years of RSDP, the total road network has increased to36,496km in the year 2004 withan average annual growth of 4.7% per annum. With a total land area of 1.1 million sq. kmand a road network of 36,496km and a road network of 36496 km, the current roaddensity is 33.2km per 1000 sq. km and 0.51 km per 1000 population, indicating anincrement 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 toreach about 39576km, which is forecasted based on the future plan the RSDP II.

T a b l e 9 : C h a n g e i n R o a d N e t w o r k a n d R o a d D e n s i t y ( 1 9 9 7 2 0 0 4 )

R o a d n e t w o r k i n k me a r

A s p h a l t G r a v e l R u r a l T o t a l

G r o w t h

R a t e

( )

R o a d

D e n s i t y

/ 1 0 0 0 p o p n .

R o a d

d e n s i t y

/ 1 0 0 0 s q . k m

1997 3708 12162 10680 26550

0.46 24.14

1998 3760 12240 11737 27237 4.5 0.46 25.22

1999 3812 12250 12600 28662 3.3 0.47 26.06

2000 3824 12250 15480 31554 10.1 0.50 28.69

2001 3924 12467 16480 32871 4.2 0.50 29.88

2002 4053 12564 16680 33297 1.3 0.49 30.27

2003 4362 12340 17154 33856 1.7 0.49 30.78

2004 4635 13905 17956 36496 7.8 0.51 33.18

Road Network Growth

Years

Length(k

m)



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4 . 4 . 2 I m p a c t o n Q u a l i t y

Improving the condition of the road network is still a challenge. The improvement of theroad network in the country is only changing the condition of the network slowly. In thefirst year of RSDP, 52% of the road network was found to be in poor condition and only22% was in reasonably in good condition. Owing to on-going rehabilitation, upgrading

and maintenance intervention under the Program, the proportion of the road network ingood condition has increased to 37 percent and the road in poor condition has declined to35%. The road condition from year 1997 to 20042is presented below.

T a b l e 1 0 : R o a d C o n d i t i o n i n P e r c e n t a g e

Y e a r G o o d F a i r P o o r

1997 22 26 52

1998 23 26 51

1999 25 30 45

2000 28 32 41

2001 28 29 43

2002 30 30 40

2003 32 30 38

2004 37 28 35

Actual Road Condition

Years

Percentage

4 . 4 . 3 I m p a c t o n M o b i l i t y

The traffic analysis has been undertaken on most of the RSDP roads, since 1990s. Anassessment of traffic along main roads has reveled rapid increase in volumes. Trafficgrowth 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


2 Until June 2004.


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program. The following table shows the traffic trend on all roads under the countingstations of ERA.

T a b l e 1 1 : A v e r a g e D a i l y T r a f f i c o v e r Y e a r s

Y e a r 9 2 / 0 3 9 3 / 0 4 9 4 / 0 5 9 5 / 0 6 9 6 / 0 7 9 7 / 0 8 9 8 / 9 9 9 9 / 0 0 0 0 / 0 1 0 1 / 0 2 0 2 / 0 3

AADT 30569 36831 40858 43987 46223 51078 55923 55672 72467 78686 83003

Growth rate 20.5 10.9 7.7 5.1 10.5 9.5 -0.4 30.2 8.6 5.5

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

Years

AADT

V . A s s e s s m e n t O f D o n o r s P a r t i c i p a t i o n I n t h e R S D P I m p l e m e n t a t i o n

In terms of contribution by category of financiers, a little more than 50% has come frominternal sources (the Government and the Road Fund) while the remaining substantialamount 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 contributionby financiers.



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T a b l e 1 2 : D i s b u r s e m e n t B y F i n a n c i e r s

Disbursement in million Birr

I/No. FinancierDisbursement_

RSDPI

Disbursement_RSDPII two and half

years

Disbursementtotal seven and

half years% age of

contribution

TOTAL 7,175.18 5,598.24 12,773 100

Disbursement by Financiers (1997-2004)

Allocation of funds by donors and the Government for execution of projects underRSDP over the last seven years has been shown hereunder. The analysis here does notrefer to the volume of money injected by the financers rather the flow of investmentby each financer over the years. As could be observed from the table below in generalthe contribution of IDA, GOE and Road Fund is growing over time with some up anddowns in some years.



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T a b l e 1 3 : F i n a n c i a l c o n t r i b u t i o n b y F i n a n c e r ( 1 9 9 7 / 9 8 - 2 0 0 3 / 0 4 )

In Million Birr

F i n a n c i e r 1 9 9 7 / 9 8 1 9 9 8 / 9 9 1 9 9 9 / 0 0 2 0 0 0 / 0 1

2001/02 2002/03 2003/04

1 IDA 126.8 221.7 120.2 338.0

2 EU 64.9 114.8 185.0 159.4

3 ADB 220.6 135.8 29.1 67.2

3 NDF - - 5.5 6.8

4 U K 4.6 4.6 4.7 4.6

5 Japan - 41.0 11.4 103.9

6 Germany 10.3 4.4 5.4 6.5

7 Ireland Aid - - - -

8 OPEC - - - -

9 BADEA - - - -

10 GOE 573.7 608.5 598.2 801.6

11 Road Fund 135.3 143.0 187.2 233.2

T O T A L 1 , 1 3 6 . 2 1 , 2 7 3 . 8 1 , 1 4 6 . 7 1 , 7 2 1 . 2 1,897.3 2,352.9 2,335.1

Financial contribution by Financer

Year

Birr(inmillion)

So far the number of donors committed to physical works implementation is limitedas compared to the remaining planned works under RSDP. As has been indicatedabove the commitment of GOE is demonstrated by the fact that it has been allocatinga substantial proportion of the countrys capital budget to the Road sector. Of the totalroad length constructed during 7 years of RSDP the lions share goes to GOE



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followed by IDA, Road Fund, EU, ADB, Japan, Germany and OPEC in that order.This is depicted in the following table and diagram.

T a b l e 1 4 : P h y s i c a l A c c o m p l i s h m e n t b y f i n a n c i e r ( i n K m )

F i n a n c i e r T o t a l R S D P I

T o t a l R S D P I I

( t w o & h a l f y e a r s )

T o t a l R S D P I & I I

( s e v e n & h a l f

y e a r s )

1 IDA 740 1475 2,215

2 EU 333 258 591

3 ADB 291 98.0 389

5 Japan 64 132.0 196

6 Germany 0 22.0 22

8 OPEC 0 15.2 15

9 BADEA 0 0.0 -

10 GOE 7281 1605.1 8,886

11 Road Fund 0 810.6 811

T O T A L 8 7 0 9 4 4 1 6 1 3 1 2 5

Length(inKm)

Fina

ncers

RSDP Overall Physical Accomplishment by Financer

7.5 Years RSDP II Assessment

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