Road Sector Development Program PDF

THE FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIA
ETHIOPIAN ROADS AUTHORITY
ROAD SECTOR DEVELOPMENT PROGRAM

(1997 - 2007)
SECOND DRAFT
FINAL REPORT
Addis Ababa
January, 1996
TABLE OF CONTENTS
PAGE
I. GENERAL BACKGROUND ................................................................................. 1
1.1 The Ethiopian Economy ........................................................................ 1

1.2 Current State of the Transport Sector .................................................... 3
II. ISSUES, STRATEGIC OBJECTIVES & POLICY REFORMS OF THE

ROAD SECTOR 10
2.1 General .................................................................................................. 10

2.2 Road Sector Issues ................................................................................. 10
2.3 Road Sector Strategic Objectives ........................................................... 12
2.4 Major Policy & Institutional Reforms .................................................. 13
III. THE ROAD SECTOR DEVELOPMENT PROGRAM ................................... 18
3.1 Program Approach, Timing & Target .................................................... 18

3.2 Investment Priority Setting ..................................................................... 20
3.3 Rehabilitation and Upgrading of Trunk Roads ........................................ 24
3.4 Upgrading & Expansion of Major Link Roads ........................................ 27
3.5 Construction and Upgrading of Regional Roads ...................................... 31
3.6 Road Maintenance Program .................................................................... 32
3.7 Bridges & Culverts Rehabilitation & Replacement .................................. 40
3.8 Equipment and Workshop ...................................................................... 40
3.9 Strengthening of Maintenance Equipment Management Capacity 41
...........
3.10 Promotion of Labour Based Technology ................................................. 42
3.11 Road Safety ........................................................................................... 44
3.12 Vehicle Axle Load Control ..................................................................... 45
3.13 Environmental Impact ............................................................................. 46
3.14 Village Travel and Transport Technical Assistance Program ................... 46
3.15 Technical Assistance & Training ............................................................ 47
IV COST ESTIMATES, FINANCING AND IMPLEMENTATION STRATEGY 51
4.1 Cost Estimates ........................................................................................ 51

4.2 Financing Strategy ................................................................................. 52
4.3 Implementation Strategy ........................................................................ 55
ANNEXES ( 57 - 85)
i
LIST OF TABLES
Table 1-1 Road Density: Cross Country Comparison
Table 1-2 Classified Road Network
Table 1-3 Present Condition of Roads
Table 1-4 Road Conditions :Cross Country Comparison
Table 1-5 Traffic Distribution on the Road System
Table 3-1 Results of Visual Survey
Table 3-2 Rehabilitation of Trunk Roads
Table 3-3 Upgrading of Trunk Roads
Table 3-4 Upgrading of Major Link Roads
Table 3-5 Construction of New Major Link Roads
Table 3-6 Ten Year Investment Program for Regional Roads
Table 3-7 Cumulative Growth in Trunk & Major Link Road Network
Table 3-8 Schedule of Routine Maintenance Expenditure for Trunk & Major Link
Network
Table 3-9 Schedule of Periodic Maintenance Expenditure for Trunk & Major Link
Network
Table 3-10 Financial Requirement for the Strengthening Program of the Ginchi
Training Centre
Table 3-11 Cost Estimates for the Strengthening of Alemgena Training Centre
Table 3-12 Financial Requirement for Technical Services & Training
Table 4-1 Cost Breakdown of the RSDP ( Ten Years )
Table 4-2 Cost Break down of the RSDP I
Table 4-3 Annual Work Output For RSDPI
ii
LIST OF ANNEXES
Annex 1-1 Functional Classification of Road Network
Annex 1-2 Classification of Road Network By Surface Type
Annex 1-3 Present Road Condition Mix
Annex 1-4 Description of Trunk Road Network Corridors
Annex 2-1 Responsibility Matrix for Road Sector Development Program

Implementation
Annex 3-1) Definition of Different Intervention (Road Works
Annex 3-2 Road Stabilization Program - Asphalt Concrete
Annex 3-3 Road Stabilization Program - Asphalt Surface Dressing
Annex 3-4 Road Stabilization Program - Gravel Roads
Annex 3-5 Road Stabilization Program - Regional Roads
Annex 3-6 Summary of the Results of Economic Analysis
Annex 3-7 List of Roads Under Periodic Maintenance
Annex 3-8 Bridges & Culverts Investment Program
Annex 3-9 Road Machinery and Equipment Status
Annex 3-10 Locations of New weigh Bridges to be Installed with Brief

Justifications
Annex 4-1 Trend of Recurrent Budget & Road Network
Annex 4-2 Annual Road Program - Trunk Roads
Annex 4-3 Annual Road Program - Major Link Roads
Annex 4-4 Annual Road Program - Trunk & Major Link Roads
Annex 4-5 Annual Road Program - Regional Roads
Annex 4-6 Schedule for Policy and Institutional Reforms
iii
ABBREVIATIONS
AADT Average Annual Daily Traffic

ACO Asphalt Concrete Overlay
ACS Asphalt Concrete Surfacing
ADLI Agricultural Development Led-Industrialization
ASD Asphalt Surface Dressing
ATC Alemgena Training Centre
COMESA Common Market for East and Southern Africa
EIRR Economic Internal Rate of Return
EMS Equipment Management System
ERA Ethiopian Roads Authority
ERP Economic Recovery Program
ERRP Economic Recovery & Reconstruction Program
GDP Gross Domestic Product
GNP Gross National Product
GTC Ginchi Training Centre
HDM III Highway Design and Maintenance Standards Model (Version III)
IMT Intermediate Means of Transport
MIS Management Information System
MMS Maintenance Management System
MOPED Ministry of Planning and Economic Development
MOTAC Ministry of Transport and Communication
NGO Non-Governmental Organization
PER Public Expenditure Review
PMO Program Management Office
PMS Pavement Management System
RBWUD Regional Bureau of Works and Urban Development
RFCS Road Functional Classification System
RGRRO Regional Government Rural Road Organization
RSDP Road Sector Development Program
RTA Road Transport Authority
RTIM III Road Transport Investment Model (Version III )
RTSS Road Transport Sector Study
TGE Transitional Government of Ethiopia
TRRL(UK) Transport & Road Research Laboratory of U.K.
VPD Vehicle Per Day
VTTP Village Travel and Transport Program
WHO World Health Organizaiton
iv
ROAD SECTOR DEVELOPMENT PROGRAM, January 1996
CHAPTER I
GENERAL BACKGROUND
1.1 The Ethiopian Economy
1.1.1 Compared to general world standards, Ethiopia is well endowed with natural
resources, with close to 60 percent of its total land area estimated to be potentially
arable. Owing to the extreme variations in its climate, terrain, etc., and the existence
of most major ecological systems, Ethiopia possesses also one of the largest and
most diverse genetic resources in the world. Its highlands, covering some 44 percent
of the total land area, accommodate about 88 percent of the population, contain 95
percent of the cultivated land, and cater for more than 65 percent of the national
livestock herd.
Past Performance Of The Economy

1.1.2 With over 85 percent of the population living in rural areas, agriculture has always
been and remains the corner stone of the Ethiopian economy. This is demonstrated
by the fact that it accounts for about 45 percent of GDP, 80 percent of total
employment and 85 percent of Ethiopia's exports. However, the absence of an
appropriate land tenure system and agricultural policy in the past, as well as lack of
modern agricultural inputs has brought growth in agricultural production and
productivity to a stand-still. The growth rate of agricultural production had remained
at around 0.9 percent during 1980s. Therefore, it became impossible during that
period to produce even enough food for the population of the country which was
growing at an alarming rate of more than 3.0 percent annually, let alone produce the
necessary raw materials for industries. Because of the agricultural-led economy of
the country, the weak performance in this sector had direct impact on the
performance of other economic sectors. Accordingly, during the same period, Gross
National Product (GNP) could not exceed a 1.7 percent annual growth rate. Hence
the annual per-capita income of the Ethiopian people in 1993 was US$ 100, which
makes the country one of the poorest in the world .
1.1.3 The 1980s, particularly the last few years of the decade, were critical periods for the
Ethiopian economy. A sharp decline was witnessed in the performance of almost all
sectors. Towards the end of the decade, the economy came to a standstill and, during
the last years, it fell into negative growth due to the mismanagement caused by the
crumbling Dergue regime. The poor performance of the economy was mainly the
result of diversion of resources from productive activities to war, the application of
misguided economic policies and the effects of drought.
Present Economic Reform

1.1.4 In order to change this grim picture, the then Transitional Government of Ethiopia
(TGE) embarked upon the Economic Reform Program at the beginning of the
transition period, recognising the heavy dependence of the economy on agricultural
production which has resulted in erratic GDP growth rates. Although the
agricultural sector will continue to be the backbone of the economy for some time to
come, government development strategy envisages a shift in emphasis to industry
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and services. The Agricultural Development-Led-Industrialisation (ADLI) strategy

of the Government is based on broadening the agricultural production base through
improved productivity and increased land utilisation over the medium and long-term
periods particularly in the lowlands. Increased agricultural production, employment
and income are expected to provide a growing market for industrial production,
which would complement expanded export market possibilities. Industrial
enterprises will be encouraged to emerge on the basis of comparative advantage,
utilising labour-intensive technology and locally available raw materials wherever
possible. Accordingly, several policies of adjustment and economic growth are
being implemented based on the new policy framework. Various restrictions
previously placed on the private sector have been removed. A proclamation to
encourage, expand and co-ordinate investment has been issued and in force to
enhance the participation of private investors. Public enterprises including the public
construction enterprises, have been granted management and financial autonomy to
enable them run on commercial lines.
Decentralisation
1.1.5 The issuing of proclamation No. 7/1992 for the establishment of regional/national
self-governments with extensive political and economic powers created a conducive
environment for the revitalisation of the economy, thereby reinforcing whole hearted
popular support in economic activities which is in full swing in every region.
Fiscal Reform
1.1.6 In the efforts made to reform the fiscal and monetary sector, the foreign exchange
rate of the Birr was devalued to remove price distortion. Similarly, a modern legal
and institutional framework which gives more administrative autonomy to the
Ethiopian National Bank was issued to promote the sector, with rates of interest
which encourage and motivate both depositors and borrowers.
Agricultural Reform
1.1.7 The Government also gave the highest priority to agricultural development.
Measures were taken to improve ways of providing agricultural services, notably
through extension and provision of modern inputs to the farmers. In the past,
farmers were discouraged from increasing their output due to policies of forcible
extraction of marketable surplus at fixed producer prices. This policy has been
removed and a decentralised grain marketing system, has been introduced, where by
farmers can sell their products in a competitive market.
Impact of Economic Reform Program

1.1.8 The macro-economic aspects of the economic recovery program for the year 1993/94
have been successfully completed, signifying that the policy measures taken were
suitable. According to the revised assessment of the Ministry of Economic
Development and Cooperation, Gross Domestic Product (GDP) growth, which in the
year 1990/91 and 1991/92 fell to an even low level of -5.5 and -3.2 percents
respectively, rose in 1992/93 to 12.3 percent and grew by 1.3 percent in 1993/94 in
real terms in relation to the previous year. During the last three years there has been
a marked increase in overall allocations to the capital budget, and transport projects
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ranked first in magnitude consuming an approximate 30 % share (during the year

1993/94). The capital budget for roads during 1993/94 totalled Birr 882.000 million.
As a percentage of the total capital budget, the roads portion has increased from 4.8
percent in 1988/89 to 22.9 percent in 1993/94. The allocation has further increased to
about Birr 1.130 billion in 1994/95 representing 28 percent increase over the last
year.
Shift to Market Economy

1.1.9 The efforts made to transform the previous state-controlled economy into a market
based economy and encourage private sector participation have started to show
encouraging results. The participation of the private sector in investment ventures
has also been encouraging because of the issuance of the investment proclamation in
1992 and the provision of a package of incentives for investors. It is estimated that
investment grew to 12.6 in 1992/93 and 15.4 percents in 1993/94 from 9.4 percent
in 1991/92.
Private Construction Industry

1.1.10To increase the capacity of the private construction industry, the Government has
taken various measures. Out of which, the most significant ones are selling of
government owned equipment on a long term credit basis, securing credit line by
licensing construction and maintenance equipment so that they can be accepted as
bank collateral and the awarding of 14 rural road projects to private contractors and
consultants, in order to enhance the private sector involvement in the sector.
Eventhough the performance of most of these firms were not satisfactory at the
initial stage, now they have started to build up the necessary capacity to carry out the
works contracted.
Transport Services
1.1.11 Virtually all transport modes suffered damage during the last decades. In addition,
transport services in the country are insignificant in relation to the size of the
population and geographical area of the country. Their distribution in the country is
also uneven and thus could not contribute significantly towards the Government's
efforts of balancing the distribution of social services.
1.2 Current State of the Transport Sector
The Transport System

1.2.1 A well functioning transport system is crucial for the economic growth of Ethiopia.
The main linkages between transport and economic growth are evident , among
others, in two key areas, in the existing socio-economic scenario;
i) the size of the country, its structure of production and population distribution ;
and
ii) the cost to the economy of an unreliable and deteriorated network.
1.2.2 First, the pattern of settlement and economic activity in the country gives
transportation a strategic role in economic development. Ethiopia has a large
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territory (greater than 1.1 million sq. km ) with a widely dispersed population.
Agriculture, accounting for 45 percent of GDP, is dominated by smallholders
scattered in small rural communities, while the major markets and the processing
and collection centres for crops, as well as the distribution points for agricultural
inputs and fuel, are concentrated in urban centres located at considerable distances
from each other and from the ports. Growth in agricultural output, which will
constitute the primary basis for growth in the economy for the foreseeable future, is
dependent on the transport system being able to efficiently integrate the rural
communities with the urban centres; and facilitate reliable and cost-effective
transport of export crops from the major collection points to the ports. These two
roles have not been efficiently performed by the road transport system; development
efforts are hampered as a result.
1.2.3 Second, Ethiopia's road infrastructure, which is crucial to the linkage of rural
communities to the urban areas, has deteriorated markedly over the last decades.
The state of the regional roads, two thirds of which are virtually impassable, imposes
significant penalties on agricultural activity through its effect on vehicle operating
costs, delayed evacuation and damage to crops. As a result, the cost to the economy
has become enormous.
The Road Network

1.2.4 Road density in Ethiopia is among the lowest in Africa and other developing
countries, with an estimated 21 km of road per 1000 square km and 0.43 km per
1000 population (Table 1-1). The road network in Ethiopia consists of 23812 km of
trunk, major link and regional roads. Out of 8180 km of the trunk roads,
approximately 3478 km are paved and 4702 km have gravel surfaces. The major
link roads constitute about 7589 km; mostly gravel surfaced with only 178 km of
paved surface. The standard of the approximately 8043 km of regional roads varies
considerably, in part because various agencies have been involved in constructing
regional roads over the last 15 years or so. In addition, there are some 30,000 km of
unclassified, low standard, earth (dry weather) tracks and trails. Table 1-2 shows the
classified Road Network. Refer to Annexes 1-1 and 1-2 for road network
classification.
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TABLE 1-1
ROAD DENSITY: CROSS COUNTRY COMPARISON

(in km in 1994)
DENSITY DENSITY
COUNTRY PER 1000 POP. PER 1000 SQ. KM
Ethiopia 0.43 21
Bangladesh 0.13 103
El Salvador 1.72 445
Nicaragua 3.68 107
Tanzania 1.07 30
Turkey 1.00 75
Average For Africa 0.61 50
Source: DIFFERENT WORLD BANK REPORTS
TABLE 1-2
CLASSIFIED ROAD NETWORK
(in km in 1995)
Class of Roads Paved Gravel Total

Trunk 3478 4702 8180
Major Link 178 7411 7589
Regional - 8043 8043
Total 3656 20156 23812
Source: ETHIOPIAN ROADS AUTHORITY
Federal Road Network

1.2.5 Further, the existing network has deteriorated a lot to the extent that only 11 percent
of the paved roads and 19 percent of the gravel roads are presently in good condition.
The condition of the classified network is summarised on Table 1-3 and detailed on
Annex 1-3. In comparison with other developing countries, Ethiopia has one of the
worst road condition. Table 1-4 shows the comparison of road condition for selected
African countries. Though the data is of 1990, it gives an indication.
TABLE 1-3
PRESENT CONDITIONS OF ROADS (%)
Class of Road Paved Unpaved Total
Good Fair Poor Good Fair Poor Good Fair Poor
Trunk Roads 10 40 50 15 35 50 13 37 50
Major Link Roads 30 50 20 15 35 50 15 36 49
Regional Roads - - - 25 15 60 25 15 60
Total 11 41 48 19 27 54 18 29 53
SOURCE: ETHIOPIAN ROADS AUTHORITY, 1995
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TABLE 1-4
ROAD CONDITIONS: CROSS COUNTRY COMPARISON
(in percent in 1990)
Paved Roads Unpaved Roads

Country Good Poor/Fair Good Poor/Fair
Ethiopia ∗ 11 89 19 81
Tanzania 24 76 10 90
Zambia 40 60 30 70
Kenya 32 68 66 34
Malawi 50 50 30 70
Zimbabwe 70 30 50 50
Source: DIFFERENT WORLD BANK REPORTS
1.2.6. The trunk and major link roads make up the federal road network system in Ethiopia
and is administered by the Ethiopian Roads Authority (ERA). The trunk road
network extends radially from Addis Ababa along broad movement corridors. These
corridors connect major urban areas, ports and important border points, and areas of
high agricultural outputs and economic importance. Taken together, the corridors
define a national or strategic road network. The document entitled "Description of
the Trunk Road Transport Corridors-March 1995" presents the importance of each
corridor in terms of population, agricultural and industrial output, and tourism as
well as for international trade.
Trunk Road Network

1.2.7 The trunk road network is divided into eleven principal corridors and described
below (in anti-clockwise order) starting from the Import-Export corridor:
i) Import-Export Corridor (Addis Ababa-Assab): about 886 km.
ii) Northern Corridor (Addis-Zalanbessa): about 933 km.
iii) North Western Corridor (Addis Ababa-Mereb River) about 1162 km.
iv) Western Corridor (Addis Ababa-Kurmuk): about 775 km.
v) Baro Corridor (Jimma-Gambella): about 441 km.
vi) South-Western Corridor (Addis Ababa-Mizan): about 533 km.
vii) Southern Corridor ( Alemgena-Jinka): about 692.
viii) Rift Valley (Resort Zone) Lakes Corridor (Modjo-Moyale): about 698 km.
ix) Wabi Corridor (Nazareth-Gode): about 855 km.
x) South-Eastern Corridor (Dire Dawa-Gode): about 701 km.
xi) Eastern Corridor (Awash-Dewelle): about 504 km.
A detailed description of the corridors and their subsections is included in Annex 1-4.
∗ The road condition of Ethiopia is as of 1995.
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Major Link Roads

1.2.8 There are 7589 km of major link roads that are part of the Federal Highway System.
These roads link the trunk roads with agricultural production areas, processing
plants, mining area, tourist attractions, hydroelectric power stations and generally
areas of high economic activity.
1.2.9 Annexes 1-1 and 1-2 show the criteria used for classification of road network based
on function and surface type respectively. A study is soon to be undertaken to
establish a systematic functional classification road system.
Traffic Levels
1.2.10 In Ethiopia, Average Daily Traffic (ADT) on the roads is relatively high compared
to many Sub-Saharan African countries. On the paved trunk roads ADT generally
ranges from the maximum of about 2878 on the Addis - Debre Zeit road section, to a
minimum of about 74 on the Yabello-Moyale road section. The road sections of
Debre Zeit-Nazareth, Modjo-Awassa, Nazareth-Awash, Addis-Ghion, Dengego-Dire
Dawa and Addis-Ambo are the most heavily trafficked roads. Traffic on the
unpaved trunk roads varies considerably, but seldom exceeds an ADT of 300. ADT
on regional roads is usually below 50, but on Modjo-Ejere (301 vpd), Mazoria-Durgi
(215 vpd), Dessie-Wegeltena (110 vpd) and Mukature-Alemketema (174 vpd) roads
traffic is substantially higher, while on unclassified roads including tracks and trails,
traffic is seasonal and/or minimal. Table 1-5 shows the distribution of traffic on the
roads over which traffic counts were taken.
TABLE 1-5
TRAFFIC DISTRIBUTION ON THE ROAD SYSTEM (Km)
ADT Trunk Major Link Regional Total

More than 2000 98 - - 98
1000-2000 128 - - 128
800-1000 441 7 - 448
500-800 1030 - - 1030
200-500 2992 845 30 3867
100-200 1293 860 135 2288
50-100 787 1434 119 2340
less than 50 188 642 234 1064
Total 6957 3788 518 11263
Source:- REPORT ON RURAL TRAFFIC MOVEMENT IN ETHIOPIA (1994), ERA.
Road Transport
1.2.11 Surface transport comprises road and rail transport, and is the most dominant mode,
contributing about 99.5 percent of the total domestic passenger and cargo traffic
delivered by motorised transport. Road transport alone accounts for over 97 percent
of the total domestic traffic carried by motorised transport. Commercial road
transport services are provided by state-owned enterprises as well as private
operators. Of the total commercial cargo vehicles of 7877 in 1992, only 13.5 percent
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were state-owned. Similarly of the 3101 commercial inter-city buses, only 5.6
percent are state owned. Since the fleet run by state-owned enterprises are generally
of higher capacity (consisting of heavy trucks and large buses) and operate on longer
routes than those of the private operators, they account for 18 percent of the
passenger-km and 14 percent of the tonne-km of the total commercial road traffic.
The commercial road vehicle fleet carried 62.5 million inter-city passengers and 6.4
million tonnes in 1990, resulting in 3397 million passenger-km and 2725 million
tonne-km, respectively.
1.2.12There has been a major policy change in the road transport sector since the
establishment of the TGE. The major role of the Government has become to
regulate the transport service by issuing appropriate transport regulations and
directions for a competitive transport service. As a result, licensed persons and
enterprises started to operate on their own or forming associations. State
corporations with the dual role of being operator and regulator have been
restructured to become only operators and compete with the private sector. The
compulsory assignment of private operators were abolished, tariff for the dry cargo
was left to operators for competition and government fleets were reorganised into
manageable size and are now operating commercially. These changes have helped
to create competition and thus the rates are lowered.
Rail Transport
1.2.13 Rail transport services are provided by the Ethio-Djibouti Railway Co. ,equally
owned by the Governments of Ethiopia and Djibouti. The 781 km railway line
which links the port of Djibouti to Addis Ababa is of a metre-gauge standard and is
characterised by ageing track and rolling stocks. The railway carried 322,600 tonnes
and 930,000 passengers in the fiscal year 1992/93.
1.2.14 The country's rail transport industry faces a number of constraints mainly
stemming from the poor condition of the rail network, inadequacy of the rolling
stock, lack of proper maintenance, poor institutional arrangements and management.
Despite the small size of the rail networks, and even by African standards, a
significant portion, over 70 percent, urgently need rehabilitation and reconstruction if
they are to be of continuing and effective use. The network has registered over 80
years of service. Over the years, a huge backlog of maintenance requirements has
accumulated.
Low Cost Transport Services

1.2.15 Given the size of Ethiopia, the geographical distribution of its population, and the
topography and diverse climate of the country, the provision of transportation
facilities is both difficult and expensive. On the other hand, serious attention has
not been given to the development of low cost transport services, particularly non-
motorised transport based on animal-powered wheeled transport. As a result, the vast
majority of the country’s rural households still rely on the traditional means of
transport; human portage and pack animals.
The Construction Industry
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1.2.16 The construction industry, particularly for road infrastructure, was dominated by
ERA’s force account. Today, ERA has 5 crews which are involved in heavy
maintenance activities, and 9 crews in construction and upgrading projects. There is
no doubt that the long-term development of the sector will be dependent on the
domestic private sector. At present, the domestic private sector is just emerging
from restrictions and suppressions imposed on it by the previous regime. The state is
withdrawing from commercial enterprise; in particular, its new investments are being
restricted.
ERA's Role in Road Administration

1.2.17ERA has responsiblity for the overall planning of the national network development;
and maintenance and construction of trunk and major link roads. As part of the
Government's on-going economic restructuring program, the responsibility of rural
road construction and maintenance has been decentralised and given to
administrative regions (Para. 1.1.5). Thus ERA led by Board of Directors, chaired
by the Minister of MoWUD is responsible for the management of the federal trunk
and major link roads while the Regional Government Rural Road Organisations
(RGRRO) administer the regional roads. The institutional decentralisation process
was carried out by allocating equipment, manpower and workshop facilities
previously held centrally under ERA’s Rural Roads Division. The Rural Roads
Division of ERA gives advice and technical assistance to the regions.
Management of ERA's Equipment Fleet

1.2.18 The management of workshops and equipment fleet for the road activities of both
federal and regional governments have been handled by ERA and the RGRRO
respectively. Because of the lack of adequate fleet management, control and funding
of the necessary workshop equipment, accessories and the associated spare parts for
the existing equipment, the actual performance of the equipment holdings is
frequently below minimum performance standards. Preventive maintenance of
equipment, (which ought to be undertaken to forestall extensive wear and damage
to the fleet) has been also deferred, adding to the crisis. The problem is further
aggravated by the lack of management information systems, particularly an
Equipment Management System (EMS) to be interfaced with the various blocks of
information systems. An effective EMS would enable proper records to be kept on
the utilisation of each piece of equipment as well as the maintenance and repair
history of the equipment. Ultimately the operation of the EMS would enhance the
availability of the equipment.
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CHAPTER II
ISSUES, STRATEGIC OBJECTIVES AND

POLICY REFORMS OF THE ROAD SECTOR
2.1 General
2.1.1 Ethiopia's economic growth has been highly dependent on the agricultural sector.
Development efforts to change the existing socio-economic scenarios of the nation
would also be dependent on the efficiency of this sector for the foreseeable future.
Accordingly, the ADLI has been defined towards this end. However, a better
performance of the agriculture sector in particular, and the sustainable economic
growth of the country at large would need an improvement of the basic rural
infrastructure. Among these, the road network has been identified as a serious
bottleneck to the efforts underway.
2.1.2 The government, in recognition of this crucial role of the road sector has set out a
Road Sector Development Program (RSDP) to speed up the improvement and
expansion of the road network. This program provides a comprehensive approach of
integrating the implementation of key road investments with major policy and
institutional reforms. Accordingly, the following major goals have been defined for
the RSDP.
(i) Improving transport operating efficiency and reducing road transport costs
for both freight and passengers so as to encourage production, distribution
and export.
(ii) Providing access to rural, other neglected and food deficit areas to,
- support efficient production, exchange and distribution throughout
the country.
- exploit the utilisation of the vast natural resources of Ethiopia
which are unexploited.
(iii) Developing institutional capacity of the road sub-sector at central and
regional levels.
2.2 Road Sector Issues
2.2.1 Most of the issues identified by the RSDP, are related with the challenges faced to
improve the extremely deteriorated state of the existing road network which in many
cases render motorised transport services impossible or very high cost on one hand;
and the economic and strategic necessities to extend the network into areas currently
not served by roads on the other. The following have been identified as key issues
that need to be resolved in order to meet the goals of the RSDP.
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(i) The age of the road network, year of insufficient maintenance, the effects of
armed conflict, excessive overloading, and road management institutional
changes have all contributed to a situation in which more than half of the
road network needs to be rehabilitated or reconstructed while the
remainder of the network is rapidly falling into a state in which routine and
periodic maintenance will soon be insufficient.
(ii) The road network is limited in terms of both coverage and quality. Much of
the country does not have access to all-weather roads. Moreover, because
the existing pattern of roads is radial, converging into the capital from
major towns in the border points, adjacent regions often lack links between
them. Such inter-regional roads, if they existed would facilitate the growth
of trade between regions and promote national unity.
(iii) Under the previous government, policies were not favourable to private
contractors and consultants. The majority of firms engaged in roads works
prior to 1980 thus closed down or withdrew from the road-sector and this
has resulted in the lack of capability and competitiveness in the road-
sector.
(iv) Accident statistics indicate that Ethiopia has 15 deaths per 1000 vehicles
annually, making it one of the highest accident rates in the world, thus
indicating road safety is a major issue.
(v) In the past there was no effective policy for enforcing environmental
protection measures. The need to include environmental impact
considerations during the planning and implementation phase of road
works has become a pressing issue to reduce the adverse effects on the
ecology.
(vi) The lack of proper government controls and enforcement of axle load
legislation in the past has lead to a high pavement deterioration due to
excessive loading on the pavement structure.
(vii) The traditional use of capital-intensive methods of road construction and

maintenance and the modest progress achieved in terms of establishing
efficient labour-base methods, coupled with lack of equipment and past
foreign exchange scarcities for the purchase of parts has contributed
towards the present limited network coverage.
(viii) Community participation in all aspects of mitigating the travel demands at

the local level has not been given due attention in the past. Thus, the rural
household spends a substantial amount of time on transportation, resulting
with a major workload specially on women who perform most of this task.
(ix) ERA's and RGRRO's efficiency have been greatly reduced by the limited
availability of functioning equipment and plant due to low budgets and
- 11 -
poor management. Spare parts were also in short supply. As a result,

equipment and vehicle repairs have been completely inadequate. Even
though funds for the procurement of spare parts have been increased
recently, the overall holdings of equipment fleets and workshop items need
to be re-evaluated so as to come up with an efficient and workable system.
(x) Project planning in the past has been limited to the application of selection
criteria to individual roads or group of roads; there were no network
planning approach and programming procedures.
(xi) The responsibility for construction and maintenance of the regional roads
network has been handed over from ERA to RGRRO since Feb. 1993. The
equipment fleet and workshop facilities handed over were not enough for
the workloads on hand. In addition, the formation of efficient RGRRO
needs to have a well-trained manpower. Thus considering these facts
capacity building both for ERA and RGRRO in line with the goals of RSDP
is one of the crucial issues.
2.3 Road Sector Strategic Objectives
2.3.1 The overall objectives of the road transport sector are derived from the urgent need
for socio-economic development of the country. This requires that the transport
needs of the productive, social and administrative sectors, and the public at large
should be catered for. Fulfilling these requirements calls for addressing the major
outstanding issues of the road sector. Accordingly the following strategic objectives
are set;
(i) Rehabilitate and upgrade the trunk, major link and regional road network
so that the bottlenecks to the evacuation of farm products are removed, and
export and business activities are induced due to a better mobility and
reduced road transportation costs.
(ii) To construct new regional and major link roads, using design standards
that allow staged construction, in order to expedite the exploitation of the
vast natural resources and the faster integration of the country in addition
to providing access to neglected and drought-prone areas.
(iii) Improve resource mobilisation and allocation through equitable road

pricing in order to provide an adequate budget for the maintenance of
roads, including the establishment of a Road Fund.
(iv) Enhance the road construction and maintenance capacity in the country
through the promotion and use of domestic private contractors.
(v) Improve road safety by providing a well maintained pavement, safety

considerations during road design, and construction in addition to
- 12 -
improving driving education and introduction of strict safety measures on

violators, so that accidents rates are reduced.
(vi) Reduction of the adverse effects of road works on the environment through
improved design standard and related specifications in addition to greater
use of re-vegetation technique made especially on exhausted grave pits.
Existing potential for re-dressing much of this damage by bio-engineering
techniques shall be promoted.
(vii) Strengthening the enforcement of axle loads control regulations through

strict measures on defaulters and the provision of additional weigh bridges.
(viii) Promote the use of labour based technology and community participation
where ever possible in the building of regional and local roads.
(ix) Provide community based integrated village travel and transport services
to reduce the travel time and burden of villagers, especially women, to meet
the expected increase in the movement of agricultural input and surplus
production as a result of the ADLI strategy.
(x) Improving the availability and management of plant and equipment for the
construction and maintenance of roads by encouraging the establishment of
commercially operated plant pools.
(xi) Strengthening the administration and management of the road sector in

such a manner that Federal and Regional roads organisations would have
the institutional capacity of ensuring that the current road asset and future
investments in the road sector are protected.
(xii) Providing technical assistance and training to develop program

implementation capacity at all levels within the public and private sectors.
(xiii) Developing a coherent planning and programming approach based on a

network stabilisation program, in which Federal and Regional road
organisations have formulated common methodologies of allocation of
available and projected resources.
2.4 Major Policy and Institutional Reforms
2.4.1 The main measure of the success of the RSDP would be the extent of major policy
and institutional reforms that will make the investments in the road sector
sustainable in the long term. It is expected that Ethiopia will have a road network in
good condition which satisfies the basic requirements of the economy and the
capacity to maintain the network in stable condition at the end of the program
period. Achieving this expectation will only be met if the current efforts of road
network rehabilitation and expansion are complemented by an enhanced capacity
and financial provision for routine and periodic maintenance. Thus, some major
- 13 -
policy and institutional reforms are underway, and will be further promoted by the
Government to facilitate for the enhanced capacity and financial provision for a
sustainable road network program.
2.4.2 Increasing Capacity of Local Private Contractors: The increasing workload in the
construction and maintenance of the road network can only be met by the
establishment of a strong local contracting industry capable to meet the challenges of
a highly demanding patronage. On-going efforts in this line will further be
promoted by:
- reducing the capital requirements for the registration of contractors

- enhancing the development of local contractors and consultants by offering
contractor's training's, encouraging joint ventures with foreign contractors,
and insuring appropriate contract packages.
- to minimise the role of government in the management of parastatal entities

which are hence to operate on purely commercial basis, and limit the
government role to policy formulation, monitoring and regulation.
2.4.3 In this regard a highly powered technical committee comprising representatives of

the interested institutions and organisations, private and public, will be set up to
remove identifiable constraints and create an enabling environment to ensure the
rapid growth of the domestic contracting industry. At the same time the committee
will determine the necessary guidelines and legal disposition to facilitate and ensure
efficient operation of the industry, as well as provide a code of practice and make
recommendations to government for consideration. A study is to be carried out into
the plant and equipment needs of identifiable promising domestic contractors and
determine ways and means by which the contractors could be assisted to acquire
them.
2.4.4 Resource Mobilisation and Road Financing: A preliminary study carried out into
road pricing has revealed the need for a complete review of the existing road user
charges to promote efficient use of the road system and increase the contribution of
road users towards road maintenance. A road fund, fed from road-user charges, is to
be established after a thorough study is undertaken on the funding sources and
structure, the collection and disbursement procedures, the management and control
of the fund and the legal instruments necessary to give effect to its establishment.
The Fund would ensure more regular flow of funding for road maintenance without
the delays associated with regular budgetary process. An action plan for the
establishment of a Road Fund has already been proposed. It is scheduled to start
functioning by July, 1996. According to this plan the fund will consist of income
generated from users through levies and duties from fuel, lubricants, vehicle
importation and examination, part and accessories of motor vehicles, tyres and tubes.
Also, fund raised from transit fees and overloading fines will be channelled to the
Road Fund.
- 14 -
2.4.5 Strengthening the Administration and Management of the Road Sector: In the past
there were many government organisations involved in the construction of regional
roads. This problem has been resolved since February, 1993 when RGRROs have
taken over the responsibility for these roads. The duplication of efforts and
resources that were highly observed have been removed. Now, there is a clear
responsibility defined for the different parties to be involved in the road sector.
Please refer to Annex 2-1 for the responsibility Matrix. Inorder to achieve a
sustainable road program this action will be further enhanced by the current
restructuring exercise going on in ERA, which is responsible for the Federal road
network in addition to having the overall responsibility for implementing the RSDP,
serving as a program co-ordinator. The authorities capacity will be re-oriented so
that program co-ordination, contract administration and increased road maintenance
efficiency is developed; greater responsibility will be delegated to district offices of
ERA and the RGRROs to ensure proper maintenance of the road network in their
respective Jurisdiction.
2.4.6 Human Resource Development : Needs at all levels of personnel in the road sector
have been assessed and appropriate training programs will be put in place to correct
deficiencies through:-
- strengthening the existing training centres to enable the turn out of

adequate and appropriate staff,
- domestic and overseas training of middle to high level management and

technician, in order to keep up with the current and changing state of arts in
road design, construction, maintenance, contract administration, planning,
etc.
- In addition working environment required for high worker productivity will

be created with appropriate incentives for staff motivation which includes
the free movement of professionals.
2.4.7 Equipment and Workshops: The use of road construction and maintenance
equipment will be commercialised inorder to improve efficiency and availability
through:-
• The establishment of a semi-autonomous Equipment Departments both at

ERA and RGRRO to own, manage and rent out equipment to district,
regional offices and private contractors on commercial terms;
• Encouragement of the private sector through the Investment Office of

Ethiopia to establish plant leasing operations inorder to create a
competitive market for equipment and reduce costs of road works.
2.4.8 Rural Transport Services: It is estimated that 80% of the rural population is entirely
dependent on traditional means of movement. The large amount of time consumed
by these activities is believed to be a constraint to the achievement of higher
- 15 -
agricultural productivity. It is impracticable to extend modern transport services to

most of the rural population in the foreseeable future. Ways have to be found to
improve traditional means of transport that are in keeping with existing rural
infrastructure at village level; are responsive to the nature of house hold travel
demands; and are affordable by the bulk of the population. Inorder to achieve this, a
pilot project will be conducted on districts/woredas levels with the aim of
developing policy and implementation strategy for improving village level travel and
transport in Ethiopia. The main areas of focus will be:-
• Promotion of the use of intermediate means of transport such as animal drawn

carts, etc.
• Provision of appropriate infrastructure (paths, tracks and minor crossings) for
pedestrians and intermediate means of transport in the rural areas through self-
help schemes.
• Reduction in time & effort spent by household on transport through non
transport interventions such as afforestation, provision of shallow well and
grinding mills.
2.4.9 Transport Safety: Reviewing and updating national legislation on transport

operation and safety requirements in line with acceptable standards and regional and
international agreements or conventions; strengthening survey and inspection of
transport operating equipment for safety aspects; and formulating an action plan and
setting strict directives for the enforcement of safety regulations will be one of the
policy and institutional reform areas of the RSDP.
2.4.10 Labor Based Technology: Labor based construction and maintenance will be
used within the regional roads program on areas identified as having conducive
topography, labor availability and an institutional capacity. In addition, the length-
man system of undertaking routine maintenance will be introduced on major links
and regional road network.
2.4.11 Environment Impact: Environmental effects of road infrastructure will be

addressed by taking measures to ensure conformity of design standards with
environmental protection requirements, in addition to facilitating promotion of Bio-
engineering methods to reduce existing ones.
2.4.12 Network Planning: A co-ordinated road network planning approach with firm
guidelines for allocation of investment for rehabilitation, maintenance and
construction among different standards of road will be promoted. This can be
facilitated by the on-going efforts for the development and implementation of the
Road Functional Classification (RFC) and the Pavement Management System
(PMS). It will enable the regular monitoring of pavement damage, so that priorities
could be drawn for adequate and timely intervention in order to implement stabilised
network program.
- 16 -
2.4.13 Axle Load Enforcement: Existing axle load enforcement capacity will be further
developed and new axle load legislation will be introduced in order to protect
pavement deterioration due to excessive loading.
2.4.14 Road Transport Services: The provision of an efficient road transport service and
its effect on the economic growth of the country can only be realised when the
efforts to upgrade the existing road network condition is supplemented with the a
sustainable transport service. There have been major policy reforms in this area
whereby competition between operators have increased the efficiency of the
transport service. The government will further refine policy set along this line so
that competition between transport operators are further intensified.
- 17 -
CHAPTER III
THE ROAD SECTOR DEVELOPMENT PROGRAM
3.1 Program Approach, Timing and Target
3.1.1 The RSDP is formulated in such a way that it will deal with the issues of competing
investment demands between restoring the existing network and extending the
network into areas currently not served by roads. An optimum investment allocation
between the two is the fundamental consideration of the program; since the road
network is limited in terms of both coverage and quality. Both the figure for road
density per thousand sq. km and no. of km per one thousand population are well
below the continental mean for Africa (Table 1-1). Thus, the necessity to extend the
road network to support the development effort of the country is beyond doubt. But,
at the same time preventing the existing road network from further deterioration and
improving the existing scenario of road maintenance and rehabilitation is the only
way of achieving a sustainable road program. Accordingly, the RSDP would
facilitate investment allocation priorities based on the following:
(i) Maintenance and rehabilitation works are given priority inorder to

preserve and improve the existing road network so that vehicle
operating costs are reduced;
(ii) Upgrade the trunk and major link roads to a better standard road
so that the basis for modernisation interms of road infrastructure is
acquired; and
(iii) Expand the existing network through the construction of new

regional and major links roads, whenever network stability and
economic development assessments justify it at the regional and/or
national level.
3.1.2 The RSDP is scheduled over the period January 1996-July 2007, and it is sub-
divided into the following three major categories.
(a) Project Preparation Period.
This period consists of 18 months, January 1996 - June 1997 during

which time project preparation including design and contract award
for the RSDP I will be carried out. In the RSDP, physical targets
and financial requirements include those required for carrying out
the on-going works during this period. The financial requirements
for the on-going projects are already committed.
(b) RSDP I
- 18 -
The period for RSDP I will start by July 1997 and will cover a
period of five years up to June 2002. The main target of the project
is to increase the road density to 0.46 km per one thousand
population and 27 km per one thousand km2 with an anticipated
network quality of about 60 percent in good condition.
(c) RSDP II
The period for RSDP II will start by July, 2002 and will cover a
period of five yeas up to June, 2007. The main target of the project
is to increase the road density to 0.54 km per one thousand
population and 38 km per one thousand km2 and to bring about 68
percent of the road to good condition. Annexes 3-2 to 3-5 present
the detailed road condition levels for every year by surface type.
3.1.3 The effect of inadequate attention to the maintenance needs of the network has
resulted in the accumulation of a heavy maintenance backlog. As indicated in article
3.1.2, during the first phase of the RSDP, priority attention will be given to clear the
maintenance backlog and improve the existing condition of the network. This will
be achieved through an intensive rehabilitation and periodic maintenance measures,
and upgrading works to be carried out on corridors which are found to be
economically viable. This will require the mobilisation of both local public and
private construction capacity as well as use of international contractors.
3.1.4 Routine maintenance activities will be further intensified on the entire road network.
In this regard work forces in field will be supervised more closely to ensure high
productivity. Where appropriate task work methods would be applied. Periodic
maintenance will be carried out to arrest further deterioration and restore the
condition of the net work to good standard. It may be expedient to include
rehabilitation of short sections of road within periodic maintenance contracts.
3.1.5 It is noted that periodic maintenance is currently undertaken totally by force account.
However, during Phase I of the RSDP the private sector will be encouraged to take
increasing share of the periodic maintenance work load. It is expected that during
phase II of the RSDP, private sector would be executing more of periodic
maintenance with a target to full coverage of the road network by the end of the
period. By the end of Phase II of the RSDP, ERA's force account will only be doing
limited periodic maintenance on the trunk roads with increasing proportion of the
private sector participation.
3.1.6 The network expansion component of the RSDP I will be limited to the construction
of regional roads and few major link roads. Road works to be included under this
category will be those ones which will play the vital role in the on-going
development efforts of the country.
3.1.7 In general the approaches taken, the targets set, and the time span allocated to meet
this targets take into account the drawbacks of past approaches of road development
- 19 -
programs of the country. Therefore, the RSDP has not only focused on physical
works, but has given emphasis on policy reforms; the planning of road works has
taken a network planning approach rather than being limited to the application of
selection criteria to individual roads, or group of roads; a long term vision or
strategy have been incorporated so that project financing will not be on an ad-hoc
basis and undertaken on individual donor basis.
3.2 Investment Priority Setting
3.2.1 The RSDP is an integrated package of investments, sectoral policy reforms and
institutional reorganisation. Thus, investment priority settings have taken into
account and give the highest priority for the inputs required to develop an efficient
institutional set-up and a motivating policy framework. The physical work planned
under the RSDP have been prioritized based on their socio-economic contributions
towards the on-going development efforts. Projects proposed are those ones which
are economically viable and those which will promote the integration of the country.
Project priorities were set in the following order of importance based on their
facilitation of:
- access to the ports;

- access to the existing resource areas;
- access to new resource areas;
- access to food deficit areas; and
- balancing the distribution of road infrastructure among regions.
3.2.2 In general, the RSDP is justified by one or the other of the following factors:-
i) the contribution it makes to the overall performance of the economy

through reduction in the cost of economic activity, and improvement in
access throughout the country;
ii) the depth and breadth of policy reforms and institutional changes which
are being undertaken by the Government as precondition to program
implementation; and
iii) the high socio-economic benefits generated by the individual investments to

be undertaken in the program.
Economic Analysis of Projects

3.2.3 Economic analyses have been carried out separately by ERA and consultants for
different trunk and major link roads. The choice of methods of analysis by ERA
depended upon the type of road project being studied. In general, projects which
involve the improvement of upgrading of an existing road have been analysed using
the conventional road user savings approach. In this case traffic levels are quantified
through traffic counts and surveys, and used as a proxy measure for the current
demand for the transport services/access. On the other hand, as new road projects
require that benefits be expected from local economic impacts such as increases in
- 20 -
production/income and the advancement of social development objectives, the

producer surplus approach is followed. The principal assumption underlying the use
of this method is that lack of access is a major barrier to the economic development
of a region specifically to the intensification or expansion of agricultural production.
3.2.4 For the conventional model, the quantifiable economic benefits and costs for both
options, the with and without the program cases, have been estimated. In the
without case as there is only routine and periodic maintenance (i.e. there is no
rehabilitation or upgrading works), it is obvious that the vehicle operating cost
would increase at an alarming rate since the roughness is increasing over time. For
each year of the analysis, road surface conditions (roughness values) were
established on the basis of existing pavement features and the road maintenance
levels. Traffic growth rates were also established on the basis of assessment of
likely development potentials and other related variables. The input data employed
in the economic analyses included road and traffic characteristics, economic cost of
rehabilitation, upgrading and construction, and unit vehicle operating cost especially
for the with program case. Each trunk and/or major link road was evaluated in terms
of estimated economic internal rate of return(EIRR) on the investment. In this
regard, selected investment projects have been assessed against their opportunity
cost of capital (11 percent is considered by ERA while INARSA* used 13.5 percent)
and those projects generating a greater EIRR than this were therefore identified as
candidates for inclusion in the program. Annex 3-6 shows Value of EIRR, Net
Present Value (NPV) and ADT of trunk and major link roads as analysed by ERA.
The analysis of INARSA for the same roads shows greater EIRR for the simple
reason that the consultant did not consider upgrading of pavements and also used a
rather low cost for the proposed implementation.
3.2.5 The economic analysis by INARSA 1 has been developed using the Road Transport
Investment Model (RTIM III) designed by the Transport Research Laboratory
(U.K). The program computes the EIRR comparing the investment proposed with
the savings. The analysis points out that almost all the calculated EIRR shows high
figures; the exceptions are a few sections of roads with figures below 15%. Most of
the roads proposed for rehabilitation by the Government show high EIRR in both the
INARSA and ERA analyses.
3.2.6 According to the results of both analyses, the first priorities for actions in the trunk
roads are the roads found in the Import-Export corridor, which can be considered as
one of the most important routes in the country, giving access to the Port of Assab.
The Addis-Jimma road in the south-western Corridor and Addis-Ambo road in the
Western Corridor have also great priority in terms of EIRR, as well as for their
economic relevance, since they give access to coffee producing and mining areas.
Further, the Modjo-Awassa and Dessie - Woldiya-Zalanbessa roads are among the
first priority roads which need rehabilitation in light of their volume of traffic,
* INARSA is a consultant employed to undertake the Road Transport Sector Study
- 21 -
condition, age, importance to regional integration, access to ports and providing a

door to new economic zones...etc.
Priority of Trunk and Major Link Roads
3.2.7 The funds to be made available for the RSDP may not be sufficient to carry out all
the required works. Therefore, there was a need to set priorities for rehabilitation,
upgrading, maintenance and construction works so as to ensure that the limited
funds available are effectively used to give the best support to the economy as a
whole. Results of road investment evaluation models and the importance of roads
in their role of regional integration were the basis for setting out priority for the
RSDP. The main reason in doing so was that the economic performance in the past
was dictated due to an abnormal conditions created by political upheaval, internal
strife and misguided socio-economic policy further complicated by repeated natural
disaster like droughts. Thus, there are compelling reasons for considering factors
like regional integration in addition to results of investment allocation models so that
the socio-economic development efforts of the country are intensified.
3.2.8 Currently, the prevailing peace and the determined efforts of the Government to
tackle food deficit problems and the setting of important policy guidelines are
indicative of better times ahead. It will, however, be some years before the economy
settles down to an even keel and picks up its natural rhythm.
3.2.9 The investment program for both the trunk and major link road projects take into
account the present deterioration levels of road classified into three condition
categories, namely poor, fair and good. Those road sections found in poor condition
are proposed for rehabilitation; those at fair condition are to be under periodic
maintenance and those at good condition will be kept to the same condition through
the provision of proper routine maintenance measures.
3.2.10 To this effect, the current Road Transport Sector Study (RTSS) base line survey
(INARSA, August 1995) has been taken as an input for the proposed program (Table
3-1). The consultant has carried out a visual survey on a total of 9621 km of the
national network which constitutes about 40 percent of the total road network of the
country and recommended selected trunk and major link roads for the priority
actions. Taking into account the criteria for assessing the condition of the surveyed
roads, the global results of the visual survey can be summarised as follows:
- 22 -
TABLE 3-1
RESULTS OF VISUAL SURVEY
ASPHALT GRAVEL TOTAL

CONDITION KM % KM % KM %
Good 837 23.4 1099 18.2 1936 20.1
Fair 746 20.9 1897 31.4 2643 27.5
Poor 1993 55.7 3049 50.4 5042 52.4
Total 3576 100.0 6045 100.0 9621 100.0
Source:- INARSA Report, August 1995.
Priority of Regional Roads

3.2.11Regarding the regional roads (rural roads), priority is given to rehabilitation and
improvement. This has been based on the road condition survey of 1992 which was
undertaken as part of the study of Rural Roads and Transport Strategy(RRTS).
During the program period, construction of a substantial number of additional new
regional roads, and upgrading of tracks and trails, will be undertaken. The criteria
for proportioning the investment among the regions were in line with the main
objectives of RSDP which is to contribute to the ADLI strategy. Road density of the
regions, road distribution per 1000 population and distribution of services were
considered in determining the threshold size of regional roads to be included in the
program. The lowlands of Ethiopia such as regions two, five , six and twelve have
relatively lower population settlements and have been neglected in most
development sectors. It was, therefore, found necessary to optimise the results by
defining population boosting factors for these regions, based on socio-economic
activities of the different lowland administrative regions.
3.2.12 Local government would have the lead role to play in the identification, planning,
prioritisation and implementation of projects within the jurisdiction of each region.
But as part of the effort of promoting a network planning approach for the whole
road network of the nation, during the preparation of the RSDP socio-economic
priority setting mechanisms were defined and discussed with regional roads
officials. An understanding has been reached that there should be such a mechanism
to properly define a network stabilisation program. Further, understanding was also
reached on the mechanism of the proportion of investment allocation between
regions so that the effects of the road program can be accommodated within the
macro-economic environment of the country. Thus the RSDP's regional road
component has been prepared with the consent of regions, eventhough the needs for
regional roads initially proposed by the regions was high compared to the allocations
made.
- 23 -
3.3. Rehabilitation and Upgrading of Trunk Roads
3.3.1 The existing trunk roads in Ethiopia shows signs of serious deterioration as a result
of inadequate intervention and damage caused by overloaded vehicles. The paved
highways of the network, especially those radiating from Addis Ababa to major
regional centeres and ports, were constructed prior to 30-50 years. The design
standard to which the roads were built is low and need upgrading to meet the
demands of higher traffic volume and speed. Accordingly, it is found that over 50
percent of the existing trunk roads require immediate rehabilitation and/or
upgrading, while a further 40 percent need periodic maintenance (resealing or
regraveling).
3.3.2 The objective of the program to rehabilitate and upgrade the trunk roads to increase
the stock of good condition of road in this category to 70%, by the year 2007. This
will require the rehabilitation of 2,565 km of paved roads and upgrading of 4,505 km
of gravel roads to an asphalt dressed surface. The list of road and their estimated
cost are depicted on Tables 3.2 and 3.3. The remaining stock of the trunk road
network which is in good to fair condition will receive periodic maintenance.
3.3.3 The total cost estimate for the sub-program is Birr 8124.594 million (US$ 1299.935
million) of which Birr 6499.675 million (US$ 1039.948 million) is foreign exchange
component. Out of which, 1438 km of rehabilitation and upgrading of the trunk
roads, at a cost of Birr 1745.976 million are on-going projects or their financing are
secured. The balance of Birr 6378.618 million (US$ 1020.579 million) is expected
from foreign sources and GOE. The cost estimates were made on 1995 prices.
- 24 -
TABLE 3-2
REHABILITATION OF TRUNK ROADS

(By Corridor)
Total Estimated
No. Road Projects Length Surface Proposed Cost (in Financing Corridor
(in km) Type Work million Br.) Status
On-going and
Phase I
I Finance secured
1 Mille - Assab 196 A.S.D A.C.O 247.489 IDA Import-
Export
2 Semera - Elidar 134 A.S.D A.C.O 169.202 ADF "
3 Addis - Modjo 72 A.C.O Resealing 90.908 EU "
4 Addis - Gedo 185 A.S.D A.C.O 255.868 KFW** Western
5 Addis - Jimma 335 A.S.D A.C.O 422.974 EU* S.western
6 Modjo - Awassa 200 A.S.D A.C.O 252.522 EU Lakes
Sub Total 1,122 1,438.963
II Proposed for
financing
1 Awash - Mille 308 A.C.O A.C.O 408.328 Import
Export
2 Modjo - Awash 155 A.C.O A.C.O 224.544 Import
Export
3 Addis - Woldiya 521 A.S.D A.C.O 690.711 Northern
4 Addis - Debre 299 A.S.D A.C.O 420.534 N.Western
Markos
5 Nazareth - Assela 77 A.S.D A.C.O 114.894 Wabi
6 Harar - Dengego 30 A.S.D A.C.O 43.460 S.Eastern
7 Kulubi - Dire Dawa 53 A.S.D A.C.O 76.781 Eastern
Sub-Total 1,443 1,979.252
Grand Total 2,565 3,418.215
* EU is committed to finance part of the road (Addis - Gibe River) so far, while the
remaining part is also assumed to be financed by the same.
** The feasibility study of the road is being financed by KFW and it is assumed that
KFW will also finance the rehabilitation work if the project is found feasible.
- 25 -
TABLE 3-3
UPGRADING OF TRUNK ROADS

( By Corridor)
Total Estimated
No. Road Projects Length Surface Proposed Cost Financing Corridor
(in km) Type Work (in mill. Br.) Status
Ongoing and PhaseI
I Finance secured
1 Jimma - Mizan 198 Gravel A.S.D 196.454 GOE S.western
2 Sodo - Arbaminch 118 Gravel A.S.D 110.559 GOE Southern
Sub - Total 316 307.013
II Proposed for
financing (By
corridor
1 Woldiya - Zalanbessa 412 Gravel A.C.O 590.719 Northern
2 Debre Markos - 439 Gravel A.C.O 629.426 N.Western
Gondar
3 Gondar - Mereb River 424 Gravel A.C.O 607.921 N.Western
4 Nekempte - Ghimbi 113 Gravel A.S.D 115.481 Western
5 Ghimbi - Assosa 234 Gravel A.S.D 253.703 Western
6 Metu - Gambella 176 Gravel A.S.D 190.819 Baro
7 Dembi.-Bedelle 63 Gravel A.S.D 72.464 Baro
8 Alemgena - Hossana - 328 Gravel A.S.D 335.203 Southern
Sodo
9 Arbaminch - Jinka * 246 Gravel Gravel 214.861 Southern
10 Asela - Dodolla - 300 Gravel A.S.D 315.786 Wabi
Goba
11 Jijiga - Gode 569 Gravel Regravelling 172.887 S.eastern
12 Harrar - Jijiga 102 Gravel A.S.D 102.751 S.Eastern
13 Awash - Kulubi 237 Gravel A.C.O 323.647 Eastern
Sub-total 3,643 3,925.668
Total Phase I 3959 4,232.681
PHASE II
1 Goba - Ginir - Imi * 175 Gravel Gravel 63.492 Wabi
2 Imi - Gode ∗ 157 Gravel Gravel 100.191 Wabi
3 Dire Dawa - Dewelle 214 Gravel A.C.O 310.015 Eastern
Sub-Total 546 473.698
Grand Total 4505 4,706.379
∗ From Gravel III to Gravel I.
- 26 -
3.4 Upgrading and Expansion of Major Link Roads
3.4.1 Upgrading of Major Link Roads
3.4.1.1 The existing major link roads usually create serious constraints to development
efforts because they are inadequate to meet the demands of increasing traffic volume
and weight. This situation is further worsened by the fact that the roads have served
a lot, resulting with poor pavement conditions.
3.4.1.2 Road segments considered for upgrading under the RSDP were constructed to low
gravel standards under the different highway programs of the Authority from 1950
to 1980. Thus, some gravel major link roads have been found to require asphalt
surfacing mainly due to the demands of increased traffic volume and composition.
Other gravel major link roads of gravel III standard would require upgrading to
gravel I standard. The total length of major link roads to be upgraded under the
Program amount to 1962 kms, and their list is depicted on Table 3-4.
3.4.1.3 The total cost estimate to carry out this work would be Birr 1595.903 million (US$
255.344 million) involving the foreign exchange component of Birr 1276.722
million (US$ 204.276). About 95 percent (Birr 1521.489 million) of the total cost
will be required from foreign financing sources. The cost estimates were made
based on 1995 prices.
- 27 -
TABLE 3-4
UPGRADING OF MAJOR LINK ROADS
Estimated
It. Total Existing Proposed Cost Financing
No. Road Projects Length Surface Work (In Million Status
(Km) Type Birr)
PHASE I and on going

I. Finance secured
Holeta-Muger 75 Gravel A.S.D 74.414 GOE
II. Proposed for Financing
1 Combolcha-Bati 48 A.S.D A.C.O 75.984
2 Bati-Mille 80 Gravel A.C.O 81.757
3 Dubti-Assaita 49 Gravel A.S.D 51.578
4 Adigrat-Adwa 108 Gravel A.S.D 102.055
5 Woreta-Woldiya 300 Gravel A.S.D 335.016
6 Shashemene-Dodola 77 Gravel A.S.D 85.987
7 Modjo-Ejere * 76 Gravel Gravel 27.574
8 Mazoria-Durami-Durgi * 75 Gravel Gravel 27.211
9 Bonga-Amaya-Chida * 110 Gravel Gravel 41.106
10 Kebridehar-Shilabo 89 Track Gravel 29.548
11 Gonder-Humera 250 Track Gravel 188.343
Sub-Total 1262 1046.159
Total Phase I 1337 1120.573
PHASE II
1 Goba-Meslo-Bitata * 230 Gravel Gravel 151.179
2 Gambella-Abobo * 82 Gravel Gravel 30.643
3 Nekempte-Bedelle 93 Gravel A.S.D 106.970
4 Arbaminch/Woito-Omo ∗ 220 Gravel Gravel 186.538
Total Phase II 625 475.330
Grand Total 1962 1595.903
∗ From Gravel III to Gravel I.
- 28 -
3.4.2 Construction of Major Link Roads
3.4.2.1 New Major link roads are needed to connect urban centres with rural areas. Apart
the economic feasibility studies, projects are ranked based on a multi-objective
analysis. The evaluation of investment decision on agricultural production,
improved regional administration and integration, and the need to change the life
style of the rural population. Accordingly, new major link road projects have been
identified for construction during the Program period. The number of major link
road projects proposed for construction under the RSDP is 14, involving about 2772
kms. The total cost of the project is estimated to be Birr 2576.165 million (US$
412.185 million), of which Birr 2060.925 million (US$ 329.748 million) is foreign
exchange component (Table 3-5). During the first phase, about 1290 km of the new
roads will be constructed to gravel standard, at an estimated cost of Birr 1060.199
million (US$ 169.632 million). Cost estimates were based on 1995 prices.
- 29 -
TABLE 3-5
CONSTRUCTION OF NEW MAJOR LINK ROADS
Total Length Estimated Cost

No. Road Projects (Km) (in Million Birr) Remark
I PHASE I
Ongoing/Financing Secured
1 Gambella -Jikawo 120 71.300 GOE
2 Chida-Sodo 160 194.827 ADF
3 Indasellassie-Humera 340 236.844 GOE
4 Gedo-Fincha-Lemlem Bereha 134 38.777 GOE
5 Azezo-Metema 175 148.397 GOE
6 Dera-Mechara 226 255.577 GOE
7 Watcha -Maji 135 114.477 GOE
Total Phase I 1290 1060.199
PHASE II
1 Assosa-Guba 227 192.478
2 Semera-Didigsala-Shehet- 320 296.515
Berehahile
3 Mekaneselam - Mertolemariam 100 138.990
4 Alamata-Mohoni-Adigudom 210 259.505
5 Abobo-Gudere 150 138.990
6 Felegeneway-Kelem-Namraputh 320 361.878
7 Konso-Yabelo 155 127.601
Total Phase II 1482 1515.957
Grand Total 2772 2576.156
- 30 -
3.5 Construction and Upgrading of Regional Roads
3.5.1 There are many large areas in Ethiopia which are not served at all by roads. The
failure to appreciate the importance of regional roads has led to serious economic
and social consequences. In the recent past, absence of these roads has contributed
significantly to the loss of thousands of lives because of the difficulty encountered in
transporting food and medical supplies to drought-stricken areas of the country.
3.5.2 As agriculture has been and will continue to be the leading economic sector, roads in
general and regional roads in particular will play the most vital role in providing
access to potential productive areas and markets. The regional roads will contribute
to more intensive farming, resulting in an increase in production, and eventually,
improvement of the balance of payments that will help to promote growth. Further,
they will support social service coverage.
3.5.3 The Government is giving great emphasis to rural development in-general, and
regional roads and transport services in particular, so that development activities
take place in the isolated parts of the country, and more generally to encourage a
broad based rural development which is integral to the overall strategy of the ADLI.
As part of this effort, the Government has allocated a fund for the construction of 14
new regional roads involving about 2217 kms, in areas where access has been found
vital, and the construction work is underway by private contractors. Such an
expansion will have the effect of increasing economic development, agriculture in
particular, and strengthening intra-and inter-regional links; and stabilising the
existing road network, which largely radiates form Addis Ababa, the capital city.
Expansion of the regional roads includes the upgrading of existing tracks and trials.
3.5.4 Along the program period a total of about 15572 kms of on-going and additional
new regional roads, would be improved or constructed as required. The total
estimated cost is Birr 5450.200 million (US$ 872.032 million), of which Birr
3270.120 million (US$ 523.219 million) is foreign exchange component (Table 3-6).
A total of about 5399 km of regional roads will be constructed during the first phase
of the program period. Cost estimates are based on 1995 prices.
- 31 -
TABLE 3-6
TEN YEAR INVESTMENT PROGRAM FOR REGIONAL ROADS
PROPOSED REGIONAL ROADS FOR

REGIONS CONSTRUCTION TOTAL COST
On-Going New Total (IN MILLION BIRR)
One 336 1493 1829 640.150

Two 212 798 1010 353.500
Three 858 2359 3217 1125.950
Four 280 3070 3350 1172.500
Five 289 1019 1308 457.800
Six 75 1081 1156 404.600
Southern 747 2490 3237 1132.950
Twelve 126 339 465 162.750
Total 2923 12649 15572 5450.200
3.6 Road Maintenance Program
3.6.1 Review of Past Experience

3.6.1.1 In the past because of a number of factors, the maintenance of roads has not been
given adequate attention. Lack of an adequate maintenance intervention policy,
insufficient funding and, above all, Government's focus on network expansion at the
expense of deferred maintenance, are among the major factors. In addition, the vast
increase in volume of traffic, in particular the heavy commercial freight vehicles on
the roads (which have been primarily designed for lower axle loads), has made
effective maintenance difficult. A policy had been adopted for low standard
pavements in the first instance with later stage-construction or improvement; but this
was only planned, never implemented.
Effect of Differed Maintenance

3.6.1.2 The neglect of road maintenance exhibited by the existing poor pavement
condition has resulted in increased vehicle operating costs and a higher financial
requirement for road maintenance. Also, it has hampered the overall economic
growth potential. According to an Economic Development Strategy For Ethiopia
(paper, 1994), the proportion of the country's road network currently requiring
immediate rehabilitation and or upgrading stands at about 50 percent of main roads
and another 40 percent needs periodic maintenance as distinct from routine
maintenance. The remaining portion is found in relatively good condition.
3.6.1.3 The current situation is, therefore, that the economic and financial consequences of
the deferred maintenance are serious. Inadequately maintained roads prompt
considerable loss of the original capital investment, increase cost to road users due to
accidents and damaged vehicles, and consequently retard the overall economic
development of the country.
3.6.2 Program Sustainability
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General
3.6.2.1 The sustainability of the major achievements of the RSDP will highly depend on a
continous and efficient maintenance of the network. It is estimated that with the
proper routine maintenance, asphalt concrete roads can remain in good condition for
about twelve years; thereafter, in fair condition for another eight years, during which
time it can be restored to good condition with a thin overlay or a surface reseal. If
no periodic mainteanance is performed during this time, the pavement will
deteriorate into poor condition, at which time rehabilitation of the road will be
required to restore the road to good condition. On this basis, and assuming uniform
age distribution of the roads, it is conjectured that about 1/12th of the asphalt
concrete roads in good condition will make the transition to fair condition each
year, and about 1/8th of the roads in fair condtion will move to poor condtion during
the same time. For double surfaced roads, the corresponding fractions are assumed
to be 1/8th for the transition from good to fair and 1/7th to poor. For regional &
gravel roads, the corresponding fractions are both assumed to be 1/5th for both
conditions.
Financing of Road Maintenance

3.6.2.2 The sustainability of the major achievements of the RSDP will highly depend on a
continuous and efficient maintenance of the network. There should be enough funds
available to address the maintenance needs taking into account the expansion of the
network. To this end, the Government has decided to establish a Road Fund. An
action plan for the establishment of a road fund has already been proposed. It is
scheduled to start functioning by July, 1996. According to this plan the fund will
consist of income generated from users through levies and duties from fuel,
lubricants, vehicle importation and examination, part and accessories of motor
vehicles, tyres and tubes. Also, fund raised from transit fees and overloading fines
will be channelled to the road fund.
3.6.2.3 It was found out that, at the initial stage of the RSDP, the total program of road
maintenance can not be solely funded by road users. This is due to the existing
maintenance backlog which is estimated to consume about Birr 467 million
annually. Thus in the short run the road users will bear part of the expenditure.
Accordingly, the fund will initially be designed in such a manner that about 26
percent of the amount will be contributed by the users, another 26 percent coming
from regular government budget, and the remaining 48 percent coming from
bilateral assistance. With the road rehabilitation and upgrading programs to be
carried out under the RSDP, the maintenance backlog will be cleared. It will reduce
the recurrent expenditure required to maintain the road network. This, coupled with
additional traffic to be generated as a result of the network improvement, will make
it possible to cover all costs of road maintenance from a road fund solely funded by
users by the end of the RSDP period.
- 33 -
Need for Modern Management System

3.6.2.4 As part of ERA's institutional management strengthening program, the adoption of
modern management systems to ensure the timely maintenance interventions based
on a realistic assessment of road conditions has been given the highest priority. To
this end, a study is being carried out to formulate an appropriate pavement
management system which would be completed at the early stage of the RSDP
implementation.
Ownership
3.6.2.5 Presently efforts are underway to promote the participation of road users in the
implementation of the RSDP, especially on the role they can play towards providing
a sustainable maintenance program. The Government is also exploring ways of the
private sector representation in a road board.
Responsibility
3.6.2.6 The classified road network in Ethiopia is divided into three classes.
i) regional roads;
ii) major link roads; and
iii) trunk roads.
3.6.2.7 The management of the classified network of 23812 km has been put under the
jurisdiction of ERA and RGRROs. ERA which is led by Board of Directors is
responsible for the trunk and major link roads; RGRRO are responsible for regional
roads.
Management
3.6.2.8 As part of the RSDP, the restructuring of ERA is underway focusing on creating a
more business like road agency. The restructuring of this road Authority would
address the problem of utilising, motivating, developing and retaining professional
staff. The common thrust of restructuring of ERA is to re-focus the role of
administration away form direct implementation, to give improved autonomy, and to
foster accountability. It is anticipated that the whole assignment will be completed
after 6 months time.
3.6.2.9 The other area where institutional re-arrangement is being carried out is in the set-
up of RGRROs. The Organisations will have departments responsible for design
and contract administration. Few of the regions have been restructuring their
regional road organisation to work as an autonomous agency under a management
board.
Implementation Modalities
3.6.2.10 The rearrangement of maintenance unit will be made so that road
maintenance work can be carried; based on priorities that can be drawn from a
regular monitoring of pavement damage through a well established pavement
management system. Implementation modalities will focus on an introduction and
implementation of periodic and routine maintenance by contract system; re-
- 34 -
organising the force account units and districts into cost-effective and self
accounting entities, that would be able to work under contract in competition with
private contractors. The need of maintenance equipment for both modalities will be
addressed through the development of commercially operated plant pools that would
provide the equipment at competitive rental rates.
3.6.3 The Anticipated Growth of Trunk and Major Link Roads

3.6.3.1 The anticipated expansion of the road network during the program period will
increase maintenance requirements. The following table shows the annual
increment in the road network that would be under maintenance for the trunk and
major link road categories.
TABLE 3-7
CUMULATIVE GROWTH IN TRUNK AND
MAJOR LINK ROAD NETWORK
Year Length (km) No. of Sections Required

Asphalt Gravel Total Asphalt Gravel
Current 3656 12113 15769 22 47
Phase I
1 4406 11790 16196 18 66
2 5196 11427 16623 21 63
3 5986 11064 17050 24 61
4 6736 10741 17477 27 60
5 7489 10416 17905 30 58
Phase II
6 7796 10577 18373 31 59
7 7796 11045 18841 31 61
8 7796 11513 19309 31 64
9 7796 11983 19779 31 67
10 7796 12455 20251 31 69
3.6.3.2 As can be observed form the table, during the program period, it is envisaged that
the length of paved roads will increase 2 times while the unpaved/gravel surface
would increase only by about 3 percent. This is because of the emphasis given to
improvements and upgrading rather than new extension of the system. The
maintenance of roads is currently carried out by 22 maintenance sections for asphalt
and 47 sections for gravel. However, on the basis of the anticipated standard * for a
road maintenance section, which is 250 kms for asphalt and 180 kms for gravel
roads; the required maintenance sections will amount to 31 for asphalt and 69 for
gravel surfaced roads at the end of the program period. District offices will be
responsible for handling road maintenance contractors.
- 35 -
3.6.4 Routine Maintenance for Trunk and Major Link Roads

3.6.4.1 The road network to be included in the routine maintenance of the RSDP will
consist of the existing road network and the additional stock to be constructed during
the program period. Based on the current force account practices of ERA, the
estimated average annual routine maintenance cost is birr 10,000 per km for gravel,
and birr 15,000 birr for asphalt roads. It is expected that these average annual costs
will reduce to birr 5000 km as a result of the reduction of existing maintenance
backlog due to the rehabilitation, upgrading and periodic maintenance interventions
to be carried out during the program period. All cost analysis are based on 1995
prices. The projected estimated annual road network quantity and the estimated
routine maintenance expenditure during the program period is presented in Table 3-
8.
_______________
* The present standard is 150 km for asphalt and 120 kms for gravel roads.
TABLE 3-8
SCHEDULE OF ROUTINE MAINTENANCE
EXPENDITURE FOR ROAD NETWORK ('000 Birr)
Asphalt Gravel Total

Year Length Expenditure Length Expenditure Expenditure
Phase I
1 3007 45105 10827 108270 153375
2 3805 43085 10464 99825 142910
3 4595 41025 10101 91380 132405
4 5385 38965 9778 83335 122300
5 6135 36705 9449 75230 111935
Sub-Total 22927 204885 50619 458040 662925
Phase II
6 6469 32345 8401 59915 92260
7 6776 33880 8869 53715 87595
8 6841 34205 9337 47515 81720
9 6841 34205 9805 49025 83230
10 6843 34215 10274 51370 85585
Sub-Total 33770 168850 46686 261540 430390
Total 56697 373735 97305 719580 1093315
3.6.4.2 In determining the length of road network to be put under routine maintenance, the
following procedures were adopted:
i) In the case of gravel roads, the mileage of roads planned to be put under
periodic maintenance and upgrading are deducted (on an annual basis) to
arrive at the length of roads expected to be carried out under routine
- 36 -
maintenance. After the above deduction, the annual length of newly

constructed roads is added to the routine maintenance program; and
ii) In the case of paved roads, the length scheduled for periodic maintenance
and rehabilitation are deducted (on an annual basis) to arrive at those paved
roads network to be put under routine maintenance.
3.6.4.3 On the basis of the foregoing, the total financial requirement for routine
maintenance activities amount to an estimated Birr 1093.315 million (US$ 174.930
million), out of which about Birr 373.735 million is for asphalt and Birr 719.580
million for gravel roads. On the basis of current ERA's experience, the fund to be
allocated to such type of maintenance operations is expected to be Birr 437.326
million in foreign (40%) and Birr 655.989 million in local currency (60%) to cover a
cumulative length of 154002 kms of both gravel and asphalt surfaced roads over the
ten years period.
3.6.5 Periodic Maintenance of Trunk and Major Link Roads

3.6.5.1 Periodic maintenance intervention is required on all roads at certain time intervals
to stop the deterioration of the road due to normal wear and to restore the road to
near as built condition. Generally, the major activities in such type of maintenance
involves the resealing of paved and regravelling of unpaved roads with due repair of
structures and shoulders. Currently, based on the road inventory and condition
survey a considerable proportion of the national road network is found to be in a
deteriorated state. Major attainable factors are age, traffic, excessive axle loading
and above all, the postponement of regular maintenance due to budgetary
constraints. The frequent deferring of periodic maintenance normally results in
premature re-construction or major rehabilitation requirements at greatly increased
cost.
3.6.5.2 In view of the foregoing, during the ten year program period, it is planned that
5343 km of asphalt and 11224 km of gravel roads would be resealed and regravelled
respectively. This includes the roads which are found in critical condition at the end
of RSDP I and implemented under RSDP II. The schedule of works for periodic
maintenance intervention is, more or less, consistent with the economic development
strategy formulated by the TGE for road sub-sector. A list of the trunk and major
link roads to receive periodic maintenance is shown in Annex 3-7.
3.6.5.3 The periodic maintenance work on both surface types would be carried out, where
ever possible by private contractors over the program period.
3.6.5.4 In order to determine contract values, an assessment of contract works currently let
to a number of contracting firms under the Emergency Recovery and Reconstruction
Program (ERRP) shows the cost for periodic maintenance of gravel roads
(regravelling) to be Birr 140,000 per kilometre, on average. Under the ERRP, ERA
has also budgeted Birr 250,000 per kilometre for the resealing program, and hence
this is used to determine the average periodic maintenance expenditure on paved
- 37 -
roads. Table 3-9 presents a schedule of the expected periodic maintenance

expenditure during the program period.
TABLE 3-9
SCHEDULE OF PERIODIC MAINTENANCE EXPENDITURE FOR TRUNK AND
MAJOR LINK NETWORKS (COST IN '000 BIRR)
Asphalt Gravel Total

Year Length Expenditure Length Expenditure Expenditure
(km) (km)
Phase I
1 88 22000 536 75040 97040
2 88 22000 536 75040 97040
3 88 22000 536 75040 97040
4 88 22000 536 75040 97040
5 88 22000 539 75460 97460
Sub-Total 440 110000 2683 375620 485620
Phase II
6 1020 255000 1708 239120 494120
7 1020 255000 1708 239120 494120
8 955 238750 1708 239120 477870
9 955 238750 1708 239120 477870
10 953 238270 1709 239260 477530
Sub-Total 4903 1225770 8541 1195740 2421510
Grand-Total 5343 1335770 11224 1571360 2907130
3.6.5.5 The total financial requirement for periodic maintenance amounts to Birr 2907.130
million of which Birr 1335.770 million is for asphalt and Birr 1571.360 million for
gravel surfaced roads. The estimated total cost of periodic maintenance operations
will include a foreign component of Birr 1744.278 million (60%) and local
component Birr 1162.852 million (40%). The breakdown of the proposed
expenditure during the RSDP shows that Birr 485.620 million would be spent in
phase I, and Birr 2421.510 in phase II.
3.6.5.6 All in all, the total financial requirement for both routine and periodic maintenance
operations for federal road network amounts to Birr 4000.445 million (US$ 640.071
million).
- 38 -
3.6.6 Maintenance of Regional Roads

General
3.6.6.1 The RGRROs are responsible for the maintenance of the regional roads within
their jurisdiction. Currently there are about 8043 kms of regional roads within the
different regions. The state of these roads is similar to the trunk and major link
roads. According to the regional road condition survey carried out in 1992 for the
preparation of the Rural Roads and Transport Strategy about 70 percent of the
regional roads are in poor condition, require either periodic maintenance or
rehabilitation.
3.6.6.2 This has resulted with adverse effects on agricultural development efforts in
addition to the reduction of evacuation of surplus agricultural products to adjacent
markets. The delivery of relief services to the drought- affected areas of the country
has also been formidable due to this constraint.
Maintenance Needs of Regional Roads

3.6.6.3 In spite of the vast heavy maintenance requirement on the regional roads, it is
essential to carry out continuous and regular routine maintenance, on an annual
basis, and this will require allocating an adequate budget, both from the Federal and
Regional Governments. The routine maintenance operations, that would at least
allow for uninterrupted traffic flow would be carried out on those sections currently
under the responsibility of the Regional Governments and those to be added from
the proposed expansion program.
3.6.6.4 Based on the current practice of regional road maintenance, the estimated average
per kilometre cost amounts to Birr 5,000 for those roads which have not been put
under the rehabilitation program, or newly built. The estimated per kilometer cost
for those roads put under the rehabilitation program, but to be immediately put under
routine maintenance, is estimated to be Birr 3,000. Accordingly, the estimated total
routine maintenance expenditure during the program period would amount to Birr
406.929 million (US$ 65.109 million). The routine maintenance cost for phase I is
estimated to be Birr 161.115 million (US $ 25.778 million).
3.6.6.5 On the other hand, previous neglect of maintenance operations has led currently to
a huge rehabilitation backlog for regional roads. Therefore, the whole network of
about 8043 kms now requires to be put under rehabilitation, equally spread over the
first 5 year period. It is also estimated that about 5682 Km of the regional roads
will recieve periodic maintenance during RSDP II. The proposed expenditure for
this rehabilitation (RSDP I) and periodic maintenance (RSDP II) program is
estimated at Birr 1120.000 million (US$ 179.200 million) and Birr 454.560 million
(US $ 72.730 million) respectively.
- 39 -
3.7 Bridges and Culverts Rehabilitation and Replacement
3.7.1 The estimated number of major structures on the road network under maintenance is
more than 1750 excluding timber (log) bridges whose number is not currently
available. Therefore, it could be estimated that one major structure is encountered
every 14 km of road section, taking the network to be about 24,000 km including the
all-weather roads. Most of the structures, like the roads, are serving beyond their
design lives and are deteriorated to a great extent. The situation can be attributed to
several factors, the major ones being deferred maintenance, climatic (environmental)
conditions, overloading and war damage.
3.7.2 It is known that structures are the most vital and sensitive sections of a highway
system and their construction and/or maintenance is expensive. In order to
significantly reduce this effect it is found necessary to either rehabilitate or replace
the existing structures in critical condition. The structures to be rehabilitated or
replaced along with the estimated cost of the proposed measures, are listed in Annex
3-8.
3.7.3 The list of bridges in Annex 3-8 are those found in the districts of Dire Dawa, Debre
Markos, Alemgena and Jimma. The information obtained was not complete so it
was not possible to estimate the cost for each structure. Thus, in order to arrive at a
lump sum cost an average span length of 30 metre was assumed.
3.7.4 The total estimated cost over ten years is Birr 45.000 million (US$ 7.200 million), of
which Birr 36.000 million (US$ 5.760 million) is the foreign exchange component.
In the RSDP the above bridge rehabilitation cost is indicated separately for the trunk
and major link roads, while the bridge rehabilitation cost are included in road
rehabilitation, upgrading costs for regional roads.
3.8 Equipment and Workshops
3.8.1 The road maintenance capacity of both ERA and RGRROs has been highly affected
due to the lack of equipment and workshop facilities. An inventory of their
equipment fleets indicate that a substantial proportion of the fleet is classified as
having low availability. The improvement of this scenario has also been hampered
due to the lack an efficient workshop facility to carry out the required equipment
maintenance. Thus the development an efficient maintenance program for the road
network would need improving this scenario.
3.8.2 During the RSDP this problem will be addressed by an intensive equipment
rehabilitation program of the existing serviceable equipment stock, and sell off less
efficient equipment and machinery to assist in the procurement of required inputs.
The disposal of unrepairable equipment would, however, require a more
comprehensive inventory and condition survey of existing holding, it requires a
number of alternative approaches to valuation and forms of sell outs. During RSDP
- 40 -
I, all unserviceable units would be auctioned or scrapped as soon as practical. The

status of road machinery and equipment under ERA is indicated in Annex 3-9.
3.8.3. In view of the foregoing pressing equipment resource constraint, currently

restraining the road maintenance programs of the Authority, the RSDP proposes to
procure various equipment , machinery, etc., amounting to Birr 545.726 million
(US$ 87.316 million). This amount includes costs for the procurement of key road
maintenance equipment, machinery and, workshop equipment and tools. In order to
immediately alleviate the current maintenance crisis, the procurement of equipment
units is expected to take place within Phase I of the RSDP. The procurement
program primarily focuses on the strengthening of the current capabilities by
replacing aged and obsolete equipment holdings and the procurement of additional
units.
3.8.4 Furthermore, as part of the policy and strategy to deal with the future road
maintenance program, the proposals include the creation of commercially operated
plant pools, which would be expected to work under efficient work methods, with
the ultimate goal of generating revenue (profit) to be ploughed back to investment in
road maintenance equipment. The objective of such institutional reform is believed
to promote self-accounting and financing of public road maintenance organisations,
through which cost is recovered. In line with this, the commercially operated plant
pools would be able to compete with private sector organisations and work in a cost-
effective and efficient environment.
3.8.5 In view of the proposed reform program, that allows for cost recovery for the
maintenance organisation, the commercially operated plant pools are expected to
finance the procurement of future road maintenance equipment, particularly in phase
II of the RSDP.
3.9 Strengthening of Equipment Maintenance Management Capacity
3.9.1 At present, only about 25-30 percent of the fleet is functioning. In addition, most of
the workshop tools and equipment at ERA Central Garage were purchased in 1950's
and are totally obsolete and their spare parts are no more available. As a result the
facilities and workshop equipment have been allowed to deteriorate.
3.9.2 In order to make the road maintenance units roll consistently, both ERA and
RGRRO should maximise and improve the availability and utilisation of road
maintenance equipment and vehicles. Thus, ERA and RGRRO should have well
organised central and branch workshops, as well as the required spare parts.
However, the present organisation, management and technical capability of ERA
and RGRRO considering past performance, leaves little confidence that equipment
maintenance will become efficient or that the present fleet availability will improve.
3.9.3 In an effort to raise performance efficiency and the availability of equipment for
road maintenance activities, various options have been assessed for managing road
equipment in a proper and co-ordinated manner. Towards this end it is proposed
- 41 -
that ERA's and RGRRO's equipment fleets and workshops will be re-organised to
work as commercially operated plant and equipment hire units to own, manage and
rent out heavy equipment to own force construction and maintenance units, and
private contractors on commercial terms. The policy to be designed focuses on
maintenance districts being self-accounting and self-financing entities by
reorganising equipment held by the ERA's maintenance districts and RGRRO's
sections into commercially operated plant pools . As part of this effort, private
sector firms will be encouraged through the Investment Office of Ethiopia to
establish plant leasing operations in order to create a competitive market for
equipment and reduce costs of road works.
3.9.4 The basic concept of the new equipment management system is to organise
equipment and machinery in maintenance districts and sections for ERA, and zonal
offices for RGRRO to enable leasing to force account units and private contractors,
so as to generate revenue and thus recover costs. Furthermore, as part of the
proposed approach to cost recovery, these pools are expected to rent (temporarily
lease) equipment and provide repair and maintenance service through the workshops
to the private sectors to generate profits. The profits would later on be ploughed
back as an investment for replacement of equipment.
3.10 Promotion of Labour Based Technology
3.10.1 The condition of the regional roads, two thirds of which are impassable, imposes
significant penalties on agricultural activity through its effect on vehicle operating
costs, delays to essential inputs and in evacuation of crops. During the program
period, both equipment and labour-based methods will be used for regional road
rehabilitation, maintenance and construction. Areas have been identified within the
regional roads program which have conducive topographical features, availability of
labour and institutional capacity. Mixed and equipment based technologies will be
used in those areas whose topographic features are difficult or not suitable for the
use of labour-based technology.
3.10.2 ERA started the development of modern labour-based techniques suitable for the
country in 1981. This was carried out at the Rural Road Training Production Unit
(RRTPU) - a training centre at Ginchi (90 km west of Addis Ababa). Another
important component of the training project was the introduction of good quality,
well designed hand tools, as well as the development of IMT for hauling surfacing
materials. A pilot project was also carried out by the ERA to test the applicability of
labour-based methods which was followed by a demonstration phase in different
terrain, demographic conditions, climate, etc. All together, 108 km of RR30 roads
was constructed in three different administrative regions. After reviewing the
achievements and problems of the two phases, ERA proposed an expansion
programme for the period 1985/86 - 1990/91 aimed at the phased organisation of 29
construction units. This programme, however, did not materialise. The main
problems encountered in implementing and expanding labour-based road
construction and maintenance had been lack of commitment on the previous
- 42 -
government side, limited donor participation, lack of private sector participation, and
lack of shared responsibility among the government agencies and different levels of
administration in planning, co-ordinating and applying labour-based technology.
3.10.3 This lack of commitment has resulted with the functioning of only three unit upto
the time when the TGE gave due attention to the application of more labour based
techniques. In the 1993/94 E.F.Y the Government has allocated the required budget
for the formation of 14 labour-based units in four regions. Accordingly all the
required support equipment were purchased and the units have been functional since
then. The Ginchi training center was also strengthen so that more well trained
manpower are acquired.
3.10.4 The training of labour-based contractors is expected to make a significant

contribution to the regional road component of the RSDP. The target beneficiaries
of the labour-based rural road construction programs are:
a) Local Labour - the technology will create employment opportunities in
local communities with particular emphasis on women; and
b) Road Users- the rehabilitated and maintained roads will enhance the quality
of life of the local communities and allow for the free and faster movement
of cash crops and other produce and people.
3.10.5 To this effect, the existing training centre, needs to be strengthened. During the
program, particularly at the initial phase, it is intended to increase the training
capacity of the centre so that to cater for the trained manpower need. This is
expected to improve the labour-based road building and maintenance potential of the
regional road organizations. Major emphasis would be given to the training of the
supervisory personnel that would eventually enable cost-effective and efficient
working of the program. The training would also be available for private
contractors who want to be trained.
3.10.6 In order to carry out these functions, the Ginchi Training Centre (GTC) requires an
expansion program that involves the construction of additional lodging and catering,
administration offices and classrooms as well as , the procurement of furniture,
training aids, and workshop facilities. In addition, the existing building facilities
and equipment need to be well repaired and maintained along with the proposed
expansion program. Further, it is proposed to establish new training centres (units)
to carry out appropriate technology training programs at important centres in areas
with different climatic, cultural and geographic conditions, to meet their training
needs.
3.10.7 The training program would include in-house (theoretical) and on-the-job
(practical) training. With regards to in-house training, important measures to be
taken are the improvement of the content of courses currently being provided and
the development and introduction of new (better) courses, the latter on the basis of
experience from countries where labour-based programs, have been achieved
satisfactorily. Specialised courses for labour-based road construction and
- 43 -
maintenance must be provided on a greater scale. There is at present a shortage of

supervisory staff who are able to oversee a large program of regional roads work in
the regions. The situation is particularly acute with regard to labour-based activities.
Therefore, the establishment of different training sites is recommended.
3.10.8 The labour-based program is emphasised here in an effort to increase employment,

reduce road maintenance costs and to compensate for endemic shortages of
equipment and spare parts. The present proposal calls for the training and
deployment of local contractors since sustained improvements in road conditions
will not take place without the active participation of local contractors in the road
rehabilitation and maintenance works. The training cost for private contractors
would be covered by contractors themselves. Training aids and administrative
support equipment will, however, be provided under the training component of the
GTC. Table 3-10 shows financial requirement for the strengthening program of
Ginchi Training Centre.
TABLE 3-10
FINANCIAL REQUIREMENT FOR THE STRENGTHENING

PROGRAM OF THE GINCHI TRAINING CENTRE
No. Components Cost (In Birr)

1 Lodging and Catering 598,670
2 Administration Office and Class rooms 672,500
3 Training aids 2,406,525
4 Clinic 11,000
5 Workshops 323,000
6 Centre's facilities and maintenance 600,000
Total 4,611,695
3.11 Road Safety
3.11.1 Ethiopia, with 15 deaths per 1000 vehicles annually, has one of the highest road
accident rates in the world. Most road accidents are attributable to incautious
pedestrians, poor vehicle and road conditions , lack of adequately skilled drivers ,
lack of respect for traffic regulations, or drunk driving. In this regard, the Ethiopian
statistics from September, 1992 to June, 1993 confirms the World Health
Organisation (WHO) statistics which states that Ethiopia has only one vehicle per
one thousand population, but 150 deaths per ten thousand vehicles. This was
recorded as the world's worst accident statistics.
3.11.2 In addition to promoting the strict follow-up of the existing annual vehicle
inspection, legal provisions, which will enable vehicles (particularly those of
- 44 -
commercial use), suspected of being not road worthy or overloaded to be tested any
time, should be incorporated in traffic regulations. Vehicle conditions can further be
improved by promoting regular vehicle services through appropriate vehicle
insurance mechanisms and repair services to an acceptable standard. Ensuring
safety is not a one-time activity. Because of the dynamic nature of transport services
resulting from the ever-changing technology and traffic volume, among others,
safety measures have to be up-dated, skills of drivers have to be improved and
awareness of road users and the public at large of safety precautions should be raised
on a continuous basis. Efforts to introduce and enforce additional safety measures
will, thus, have to continue beyond the short-term period.
3.11.3 In general, the enforcement of transport safety will be strengthened through.
(a) reviewing and updating national legislation on transport operation and

safety requirements in line with acceptable standards & regional and
international agreements or conventions;
(b) strengthening survey and inspection of transport operating equipment for

safety aspects; and
(c) formulating an action plan and setting directives for the enforcement of
safety regulations.
3.12 Vehicle Axle Load Control
3.12.1 Although proclamation No. 11/1990 has increased the legal axle load limit of the
front axle from 6 to 8 tons and of the rear axle from 8 to 10 tons, the strengthening
of the roads to cope up with the increased weights has shown no improvement.
Moreover these axle load limits are often exceeded and generally disregarded. At
present, RTA, which is responsible for enforcing regulations such as controlling
vehicle weights and dimensions has a problem to make the axle load limit properly
operational. This has been caused mainly due to lack of spare parts for weigh
bridges,, absence of workshop facilities and trained manpower as well as a need for
additional size and weighing equipment on trunk and major link roads.
3.12.2 Long and large vehicles have come to dominate the haulage industry within the
past two decades. These vehicles have damaged the pavements which were inferior
to the weight of the vehicles. Recent designs of new roads and strengthening of
existing roads has been taking the proposed increases into account.
3.12.3 In the mean time, the enforcement of regulation and to that effect the procurement
of additional size and weighing equipment as well as workshop facilities and
training is required. The cost for the procurement of new size and weighing
equipment, for the identified locations, maintenance facility and transceivers is
estimated to be about Birr 1.973 million (US$ 0.316 million), of which Birr 1.794
million (US$ 0.287million) is foreign exchange component. Annex 3-10 shows
- 45 -
seven locations where new weigh bridges are to be installed, with brief
justification.
3.13 Environmental Impact
3.13.1 Environmental degradation could occur due to infrastructure works of which the
road industry is one. In the process of road construction or maintenance in Ethiopia,
several environmental problems have occurred. The major environmental disasters
are manifested through deforestation, erosion of bare soil and generally the
disturbance of several ecosystems. Road related activities in every stage did not
consider environmental impacts. Therefore, in future studies, an attempt will be
made to establish a compromise between engineering, socio-economic and
environmental aspects.
3.13.2 Appropriate attention will be given in locating off-road traffic, road-works

deposits, camps and workshops with special emphasis in areas of national parks and
wet lands. Environmentalist will be engaged in preparing details of the program.
Specific aspects affecting the environment (environmental consideration for roads)
including the incorporation of environmental cost in total transport cost will be
considered in an environmental impact assessment study to address the issue. ERA
and other road agencies will work more closely with the agencies responsible for the
environmental protection to ensure that the adverse effects of road works on the
environment are minimised. In addition measures will be taken to ensure
conformity of design standards with environmental protection requirements and Bio-
engineering methods will be promoted to reduce existing problems.
3.14 Village Travel and Transport Technical Assistance Program
3.14.1 Rural areas are constrained by poor transport infrastructure and lack of transport
services. Regional roads mostly terminate at district centres and/or bigger market
centres. However, commuting between the village centres/ households and the
district centres (small towns) which would have been on village roads is practically
non-existent. It is estimated that an average rural household spends approximately
2600 hrs per annum on transport to reach market places, service centres, grinding
mills, water points etc. Out of these, more than 70 percent of the tasks are
undertaken by women. This suggests that transport consumes a considerable amount
of time and energy of women and limits their potentially productive capabilities.
3.14.2 Considering the existing scenario where the vast area of Ethiopia is served by a
limited rural transport infrastructure the majority of the rural population would
remain beyond the reach of motorised transport at least for the foreseeable future.
Further, the combined effects of the low purchasing power of the rural community
and the ever increasing cost of transport render these services unaffordable to the
majority of the rural population. Therefore, serious attention has to be given to asses
the transport needs for villagers and farmers to determine ways to reduce their
burden from time consuming travel and transport.
- 46 -
3.14.3 The prevailing general awareness of the total backwardness of transport services
in the rural areas, a more detailed knowledge of the needs of the rural households is
essential to help draw up a plan of action. To this end, a thorough assessment of the
needs and preferences of the target rural community in terms of affordable types of
transport, volume of demand and operational requirements, etc. should be
undertaken. A pilot project is proposed to serve as a vehicle to demonstrate
workable solutions to village level travel and transport problems. Sustainable self-
help and other schemes with significant participation of the community are
envisaged.
3.15 Technical Assistance and Training
General
3.15.1 Under the RSDP, the ERA and the RGRRO require a number of technical
assistance and training inputs. The technical assistance includes the development
and launching of different management control and information systems that would
enable the effective execution of the activities of the road sub-sector. The
development of manpower resources to enable effective operations in light of
changing technology and economic situations is also required. As a result, the
program envisages considerable in-house and overseas training of middle to high
level professionals, as well as technical personnel of ERA and RGRRO. The
following are details of the technical assistance and training needs required during
the implementation of the proposed program.
Road Functional Classification System (RFCS) and Pavement Management System

(PMS)
3.15.2 These Systems are important tools for road network planning, determination of
road construction standards, and programming for overall network improvement.
The Systems are also taken as an important instrument for setting investment
priorities of various operations in a cost-effective manner. There are also various
technical functions that will facilitate the road sector planning, programming, and
financing, etc., under RFCS, such as: Traffic Study Procedures, Road Condition
Survey Procedures, Road Data-Base and Evaluation Techniques, etc. which are
basic for present and future road maintenance, and improved planning functions.
3.15.3 The development and launching of the PMS is expected to assist ERA in
undertaking economical and effective pavement design in road construction and
maintenance activities. The System provides basic information on pavement design,
rate of deterioration, alternate construction technologies etc. It is useful for the
formulation of construction and maintenance policies, under a variety of traffic level
and environmental characteristics. The technical assistance to be obtained through
this project will be responsible for the development and introduction of PMS and
RFCS.
- 47 -
Supply Management System (SMS)

3.15.4 The primary objective of the development of this System is to enable ERA to
effectively and efficiently plan, use and control road construction and maintenance
supplies. It assists in programming and budgeting of the available stock resources,
with the ultimate aim of efficient delivery, allocation and utilisation without
unnecessary wastage or delays in transportation. The System will provide
information for the planning, scheduling, organising and control of the Authority's
resources so that productive use will be ensured. Efforts have been made to develop
and introduce the System during the Second Road Sector Program, but could not
proceed because of the financial limitations. Under the RSDP, a consultancy service
is required to develop and implement the system.
Equipment Management System (EMS)

3.15.5 The Equipment Management System assists the planning, programming and
controlling of the available equipment resources of the Authority. It enables the
storage and provision of data on equipment fleet, status, availability and utilisation
rates, to assist the planning of the physical workload. Additional fleet requirements,
for increased workloads are easily forecasted by use of the System.
3.15.6 Efforts were made to develop and simulate the EMS on the main frame computer
in ERA during the First and Second Road Sector Programs. Unfortunately, it was
not completed, and therefore additional technical assistance is needed for its
finalization. The completion and implementation of the System would accelerate the
interfacing of this system with the rest of the management information systems.
Design and Standard Specification Manuals

3.15.7 The purpose of the Manuals is to provide basic information on road standards,
designs, material specifications, detailed activities and procedures to be followed
during road construction or improvement. Also, with the preparation of the final
design and bill of quantities for new roads, awards are given to qualified contractors
on the basis of guide-lines outlined in the Manuals. The outline and provision of the
legal guidelines enable the Authority and contractors to be governed by the clauses
in the manuals, and it will also enable the former to monitor/ evaluate and certify
payments to the latter.
3.15.8 The existing Manuals were prepared and adopted on the basis of the U.S. Bureau
of Public Roads Standards Specification F:P-61 in 1968. Since then, no major
updating or modifications of the manual were made in spite of ever-changing design
standards, technology, construction materials and legal considerations. Therefore,
technical assistance is needed in this regard, involving the hiring of consultancy
services that would update ERA Design and Standard Specification Manuals.
Strengthening of the Alemgena Training Centre

3.15.9 The Alemgena Training Centre (ATC), which was established in 1956, is the sole
training centre for the training of personnel engaged in building and maintaining of
the trunk and major link roads. A number of training programs have been conducted
- 48 -
at the Centre. The major fields are equipment operation, trade and crafts,
engineering, financial management etc. . In order to effectively and efficiently carry
out the responsibilities entrusted to the road sub-sector management, such a skill
upgrading program, which will facilitate the effective utilisation of equipment and
manpower resources, requires adequate and modern training equipment and
instruments. Although new training courses were introduced and are currently being
provided to trainees, shortage of equipment and instruments for training have
considerably constrained the level and quality of training.
3.15.10 In the anticipation that the Government of Japan would possibly finance the
procurement of the required facilities and equipment based on the recently
forwarded request, the Centre is currently planning to increase the number of
trainees to fully utilise the newly introduced courses. It is also planning to introduce
computer facilities for improved efficiency of training activities. The type of
equipment and facilities required with the corresponding estimated cost is detailed
in Table 3-11.
TABLE 3-11
COST ESTIMATES FOR THE STRENGTHENING
OF THE ALEMGENA TRAINING CENTRE (ATC)
Item
No. Description Birr (in million)
1 Workshop Facilities 17.187
2 Field Service Equipment 1.563
3 Material for Instruction 1.964
4 Equipment for Training 9.375
Total 30.089
Work Force Development and Training Program

3.15.11 The road sector will continue to require strengthening of its in-house training
capacity and also provide overseas training for selected technical and managerial
personnel of ERA and RGRRO. The objectives include:
a) providing well-focused internal and external training for road-sector

employees, especially those in RRD, to better carry-out their functions and
career development;
b) improving personnel administration by enhancing career planning, office
technology and discipline in order to create a better working environment,
staff morale and productivity;
c) increasing the number and capacity of domestic contractors to undertake
road works and maintenance; and
d) ensuring a measurable transfer of expertise and knowledge of key job
positions within the sector.
- 49 -
3.15.12 In order to fulfil the above objectives, the RSDP will support the work force
development and training project by strengthening the facilities and training program
of the Alemgena and Ginchi training centres and by arranging other training
programs. It is expected that the road-sector will receive extensive support for
overseas training from a large group of donors. To avoid duplication of effort and
the mis-application of training grants, all overseas training needs to be co-ordinated
by PMO through the annual training program. The Office will ensure the relevance
of overseas training to institutional objectives, equitable selection of candidates, and
measurable return on the training investment both for the employee and the
employer. Emphasis will be placed upon practical and work-oriented training
exercises with organisations involved in actual road and equipment maintenance
operations rather than attending theoretical courses at academic institutions.
However, it is not possible to identify all technical assistance and training
requirements to be financed from the program at this time. Table 3-12 presents
financial requirements for technical services and training sub-program which amount
to Birr 79.274 million (US$ 12.684 million), of which about 80 percent of the cost is
required in foreign exchange.
TABLE 3-12
FINANCIAL REQUIREMENT FOR TECHNICAL SERVICES AND TRAINING

Costs
Item Project Component (In Million Financing Proposed
No. Birr) Secured
1 Establishment of Road Functional
Classification and Pavement 6.250 x
Management System
2 Supply Management System 3.100 x
3 Equipment Management System 3.200 x
4 Design and Standard Specifications
Manuals 3.500 x
5 Establishment of Commercially
Operated Plant Pools 3.500 x
6 Environment and Safety Policy
Guidelines 4.973 x
7 Assessment and Establishment of
Road Fund 3.500 x
8 Assessment and Establishment of 6.550
VTTP x
9 Promotion of Labour-Based 4.612
Technology x
10 Strengthening of the Alemgena 30.089
Training Centre x
11 Training of Personnel 10.000
x x
Total 79.274
- 50 -
- 51 -
CHAPTER IV
COST ESTIMATES, FINANCING AND
IMPLEMENTATION STRATEGY
4.1 Cost Estimates
4.1.1 The total cost of the RSDP, for both phases, is Birr 24398.787 million (US$
3903.806million), of which Birr 16932.604 million (US$ 2709.217 million) is
foreign exchange component. A summary of the breakdown of the cost-components
of the program is given as follows.
TABLE 4-1
COST BREAKDOWN OF THE RSDP

(in million Birr)
Item Financing
No. Components Secured Committed* Proposed Total
1 Rehabilitation of Trunk Roads 1438.963 - 1979.252 3418.215
2 Upgrading of Trunk Roads 307.013 - 4399.366 4706.379
3 Upgrading of Major Link Roads 74.414 - 1521.489 1595.903
4 Construction of Major Link Roads 1060.199 - 1515.957 2576.156
5 Construction of Regional Roads - 5450.200 - 5450.200
6 Routine Maintenance (Federal) - 1093.315 - 1093.315
7 Routine Maintenance (Regional) - 406.929 - 406.929
8 Periodic Maintenance (Federal) - 2907.130 - 2907.130
9 Rehabilitation of Regional Roads - - 1120.000 1120.000
10 Periodic Maintenance(Regional) - 454.560 - 454.560
11 Procurement of Equipment - - 545.726 545.726
12 Bridge and Culvert Rehabilitation - - 45.000 45.000
and Replacement
13 Technical Assistance and Training - - 79.274 79.274
Total 2880.589 10312.134 11206.064 24398.787
* Government of Ethiopia
- 52 -
4.2 Financing Strategy
4.2.1 The RSDP implementation requires the mobilisation of a remarkable financial

support to cover the expenditures envisaged for the different components of the
program. The cost breakdown of the ongoing and RSDP I phases of the program is
indicated on table 4-2. The total cost is estimated at Birr 14,820.978 million
(US$2371.356 million) out of which Birr 10828.112 million (US$ 1732.498 million)
involves costs to be incurred in foreign exchange, thus requiring a major donor
support.
4.2.2 The RSDP is expected to be financed by international finance institutions, bilateral

and multilateral sources and the Government of Ethiopia. Out of the Birr 14820.978
million (US$ 2371.356 million) required for the on-going and phase I of the
program, the domestic financing including the counter-part fund is estimated at Birr
5493.694 million (US$ 878.991 million). The Government is committed to expend
Birr 1212.000 million (US $ 193.920 million) on on-going projects up to the start of
the RSDP I. Thus, the total remaining balance required to carry out RSDP I will
amount to Birr 13608.978 million (US$ 2177.436 million). Out of which Birr
1460.313 million (US$ 233.650 million) has been committed by donors for the on-
going program. Therefore, about Birr 7866.971 million (US $ 1258.715 million) is
required from the donor community and the GOE to cover the different components
of the RSDP I.
4.2.3 It is expected that the Donor Community will join hands with the government in
financing the RSDP. The government is prepared to establish a more reliable
funding mechanism to improve the maintenance standards of the existing network
and the ones to be upgraded, rehabilitated or constructed under the RSDP I, through
the establishment of a road fund.
- 53 -
TABLE 4-2
COST BREAKDOWN OF THE RSDP I

(in million Birr)
Item Components Financing Committed* Proposed Total

No. Secured
1 Rehabilitation of Trunk Roads 1438.963 - 1979.252 3418.215
2 Upgrading of Trunk Roads 307.013 - 3925.668 4232.681
3 Upgrading of Major Link Roads 74.414 - 1046.159 1120.573
4 Construction of Major Link 1060.199 - - 1060.199
Roads
5 Construction of Regional Roads - 1889.650 - 1889.650
6 Routine Maintenance (Federal) - 662.925 - 662.925
7 Routine Maintenance (Regional) - 161.115 - 161.115
8 Periodic Maintenance (Federal) - 485.620 - 485.620
9 Rehabilitation of Regional Roads - - 1120.000 1120.000
10 Procurement of Equipment - - 545.726 545.726
11 Bridge and Culvert Rehabilitation - - 45.000 45.000
and Replacement
12 Technical Assistance and - - 79.274 79.274
Training
Total 2880.589 3199.310 8741.079 14820.978
* Government of Ethiopia
Road Fund Establishment

4.2.4 It has been proved else-where that the benefits resulting from improvements in roads
should not exceed investment costs but be enduring rather than temporary in order
to get a sustainable effect on the over all economic performance. In this line of
thought, maintenance of the road network need to be given the highest priority
because it plays the highest role for the sustainabilty of effects and thus the
achievements of longer term impacts. The RSDP has been prepared based on this
principle and road maintenance is a focal point of the program. The maintenance
program of the RSDP has been discussed under Article 3.6.2 in the totality, here
further elaboration are made on the establishment of a Road fund.
4.2.5 The road maintenance expenditures have been will below the levels needed to keep
the road network in stable long term condition. In, most cases, they are less than
- 54 -
half the estimated requirements and, in some, less than third. Further, the flow of
funds is erratic (Annex 4.1 ).
4.2.6 The recurrent budget allocated for the last 10 years (1985/86-1994/95) was only
about Birr 587.673 million and insignificant compared to the amount of work
required, whereas the road network almost doubled. Budget allocations are often
reduced at short notice in response to difficult fiscal conditions, funds are rarely
released on time, and actual expenditures are often well below agreed budget
allocations. As a result, roads throughout the country deteriorated, regional unpaved
roads also regularly become impassable during the rainy season, and the backlog of
road rehabilitation continued to increase at an alarming rate.
4.2.7 The complication is that funds for road maintenance are allocated as part of the
annual budgetary process. Under this arrangement, each implementing agency must
compete for funds during the annual budget negotiations. As a result, other
competing programs set by the government share the collected revenues. However,
rehabilitation of the deteriorated infrastructure requires a major shift in public
expenditure towards the road sector improvements.
4.2.8 The capital budget for roads in 1993/94 totals 882 million Birr. As a percentage of
the total capital budget, the roads portion has increased from 4.8 percent in 1988/89
to 22.9 percent in 1993/94. This represents the largest single sector allocation. The
total recurrent budget allocation for roads in 1994/95 is Birr 108 million. This
represents approximately 2 percent of the total recurrent budget. Although
expenditure statistics quoted in current prices give the impression that recurrent
expenditure on roads has been increasing over the last decade, total real expenditure
measured at constant 1992/93 prices has declined substantially. The recurrent
budget allocation represents less than half of what is considered necessary to halt a
further increase in the already huge baclog of periodic maintenance and
rehabilitation requirements. However, in addressing the problem of road
maintenance, during 1994/95 the Government has launched an aggressive program
of heavy maintenance on selected roads amounting to Birr 58.9 million.
4.2.9 It is realized that underfunding and inconsistent flow of funds disrupt maintenance.
As a result for the past few years, road maintenance works have been encouraged by
the government. The share of expenditure for up-keeping the network over the
expenditures for upgrading and expansion is increasing from time to time. The
commitment of Government to increase maintenance funds including various
reforms such as improving the efficiency of road agency and the establihsment of
Road Fund would ensure that maintenance will be efficient.
4.2.10 This commitement of the government has been geared to action and the
estabilishment of a road fund is schedued for July 1996. The plan is to create a road
fund which will consist of income generated from users through levies and duties
from fuel, lubricants, vehicle importation and examination, part and accessories if
motor vehicles, tyres and tubes. In addition, fund raised from transit fees and
- 55 -
overloading fines will be channeled to the road fund. In the short run the estimated
funds to be raised from users will not cover solely the maintenance expenditures,
thus the road fund has to be supported by regular government budget and bilateral
assistance. It is envisaged that it will possible to cover all costs of road maintenance
from a road fund solely funded by users at the end of the RSDP period.
4.3 Implementation Strategy
4.3.1 It has been understood that the management and implementation of RSDP needs an
efficient environment and institution tailored to the needs of the program. It is,
therefore, found necessary that there should be a capacity building effort both at
ERA and RGRRO for the efficient implementation of RSDP. The ERA will have an
overall responsibility for the execution of RSDP. The Department of Planning and
Contract Administration of ERA will administer, direct, co-ordinate and monitor the
trunk and major link roads while the proposed Technical Department at Regions will
do the same for regional Roads. To this effect, new organisational charts for the
proposed Departments have been prepared in a draft form. The organisation
structure, staffing and basic functions of the Contract Administration Division of
ERA is jointly developed by ERA and the consultant under ERRP financed by the
World Bank. Specific project components like road safety enforcement, axle load
control and enforcement will be carried out by the Ministry of Transport and
Communication which is responsible for the overall transport planning and
operations.
4.3.2 In addition, a high powered ad hoc string Committee comprising representatives of

relevant ministries and donors will be formed to monitor and facilitate
implementation of the program.
4.3.3 The road works are to be carried out by private contractors, in accordance with the
guidelines of the funding agencies. Force account operations would be limited to
areas less attractive to contractors and for projects with high operational and
financial risks.
4.3.4 In order to carry out the program within the scheduled period, the major road
projects would be packaged into manageable lots to enable medium and large
international contractors execute the works. Regional road rehabilitation and
construction projects will be packaged into lots to encourage the participation of
local contractors, including those using labour-based methods.
Execution of Roadwork's
4.3.5 The physical road works to be executed in the implementation of the RSDP have
been grouped into six categories as follows:-
i) Upgrading existing Asphaltic Surface Dressed road to Asphaltic Concrete
which would involve minor pavement repair works and asphaltic concrete
overlay (ASD to ACO);
- 56 -
ii) Upgrading existing Gravel Surfaced road to Asphaltic Concrete road which
would include full pavement reconstruction including primary and asphaltic
concrete overlay (Gravel to ACO);
iii) Upgrading existing Gravel road to Asphalt Surface Dressed road. This will
include minor pavement repairs including provision of new base in sections
and sealing with asphalt;
iv) Upgrading low class Gravel roads to Class I Gravel (Low Gravel - Main
Gravel); and
v) New Gravel road construction involving full road construction with gravel
sub-base and Gravel base (New Gravel).
Work Quantities in Program

4.3.6 The total quantities of work under each of the categories have been extracted from
the road projects proposed in the RSDP, for Trunk Roads (Rehabilitation and
Upgrading), Major Link Roads (Upgrading and Construction) and Regional Roads(
Ten year Investment Program). The total quantities of work (km) have been spread
evenly over the 5 years in the appropriate phase of the program (Phase 1 and Phase
2).Annex 4-2 to Annex 4-5 show the quantities of work per year in each of the 6
categories for Trunk Roads, Major Link Roads, Trunk and Major Link Roads and
Regional Roads respectively. The average quantities of work per year in each
category for Phase I of the program are shown in Table 4-3. Annex 4-6 presents the
time table for policy and institutional reforms.
TABLE 4-3
ANNUAL WORK OUTPUT FOR RSDP I
Average Work
Work Item Quantities (Km)
Upgrading Surface Dressed road to Asphaltic Concrete 522.6
Upgrading Gravel to Asphaltic Concrete 318.4
TOTAL ACO 841.0
Upgrading Gravel to Asphalt Surface Dressed 448.2
Upgrading Rural to Gravel 169.2
New Gravel & Regional Road Construction 1337.8
Regravelling 960.0
Resealing 88.0
- 57 -
ANNEXES
- 58 -
Annex 1- 1
FUNCTIONAL CLASSIFICATION OF ROAD NETWORK
TRUNK ROADS:
Routes handling a significant proportion of through traffic. They pass through several regions,
starting with the capital city and terminating at border city/exit points or at ports. This is a
type of interregional highway.
MAJOR LINK ROADS:

Main links to the Trunk Road and often traverse two regions. Carries significant inter-regional
long distance traffic.
REGIONAL ROADS:
Main regional roads, carrying mainly regional traffic, connects regional and zonal centres.
Connects or links Trunk Roads and Major Link Roads to important agricultural, mining ,
power plants .. etc..
VILLAGE ROADS:
These are village access roads, important for evacuation of crops from farm gate to markets, or
special purpose roads. Means of transport on these routes need not be necessarily motorized.
SPECIAL PURPOSE ROADS:

These type of roads are built to serve certain land uses such as providing access to microwave
stations, commercial farms, agricultural research stations, etc. Normally these roads are built
by agencies or organizations responsible and involved in the undertaking of that activity
(project).
Note :- The Administrative category of these roads is presented as follows:
Trunk and Major Link Roads:- Federal Government

( Ethiopian Roads Authority)
Regional Roads:- Regional Government

( Regional Roads Department)
Village Roads:- Community
Special Purpose Roads:- Concerned owners of the roads

(Agencies,Community, Individuals, etc)
58
Annex 1- 2
CLASSIFICATION OF ROAD NETWORK BY SURFACE TYPE
I. Asphalt Concrete: Semi rigid pavement used for heavy traffic with a cumulative number of above 10
million standard axles; pavement with a base of bound material such as dense
bitumen macadam, lean concrete or cement stabilized gravel, covered with a thick
bitumen surfacing.
II. Surface Dressing: Flexible pavement used for light and medium traffic with a cumulative number of
standard axles above 1 million and less than 10 million standard axles. The
pavement is composed of a base made of fairly deformable material, such as gravel
graded crushed stone or cement or lime-improved material, with a thin bituminous
surfacing.
III. Gravel Surface: Flexible pavement capable of carrying standard axles between 0.5million and 1
(Grade I) million. The road is normally to be provided with a bottom layer of gravel or
crushed rock upto 150 mm thick, over the full width of the formation. Additionally,
30 mm thick crushed aggregate will be laid as wearing course.
IV. Gravel Surface This is capable of accommodating cumulative standard axles of less than 0.5
(Grade II) million. It is normally to be provided with a running surface of gravel or crushed
material up to 150 mm thick, over the full width of the formation, with no wearing
course. Bridges and culverts will be provided at streams or river crossings .
V.Gravel Surface: (Grade It is an all-weather gravel surface road, for a traffic level up to 50 vehicles per day
III) (vpd). The surface is constructed of up to 150 mm thick gravel or crushed rocks
over 6m. formation width. The cross-drainage is generally by means of culverts;
and bridges will be provided at non-fordable streams or river crossings. The
maximum allowable gradient is 10% and the minimum horizontal curve radius shall
be 20m.
VI. Gravel Surface : This rural road is constructed for a traffic level up to 30 vpd, and provides for
(Grade IV) limited wet-weather vehicular movements. The running surface normally consists of
in-situ sub-grade material, strengthened in areas of weak local soil by a layer of
selected material over the full 6m. formation width. A 150 mm. surfacing of gravel
or crushed rock is required in particular sections, to be applied to the centre 3.5m of
the formation only. The maximum gradient is 12% and minimum horizontal curve
radius 15m. Cross-drainage is by means of culverts or paved fords, and bridges are
built at non-fordable streams or rivers.
59
Annex 1-2 Cont'd
VII. Earth Road : This road is constructed to minimum standards capable of carrying up to 10 vpd
during dry weather, and closed to traffic during periods of heavy rain. The
formation width of this road is 6m. and may be reduced to 4m. Pavement is not
provided, but may be necessary over sections of steep gradient or where soils are
particularly poor. The maximum gradient is 14%, and the minimum horizontal curve
radius shall be 10m. Cross-drainage is generally by means of simple structures (e.g.
ford, paved drifts); and bridges shall not normally be provided, but if necessary built
by timber deck on masonry piers and abutments.
VIII. Track : It is a route where a motorized vehicles could pass on, however is not engineered
for use of such vehicles and has no ditches.
IX. Trail: Could be similar to track, and it is normally beyond the frequent use of day to day
activity, having no clearing and no ditch.
X. Paths: It is a route passable by pedestrians, annimals and animal-drawn or hand carts or

the like, which a motorized vehicle could not use.
60
Annex 1- 3
PRESENT ROAD CONDITION MIX
TRUNK ROADS
GOOD FAIR POOR TOTAL

Asphalt Concrete Km 93 174 291 558
% 17 31 52 100
Asphalt Sufr. Dress Km 262 1226 1432 2920
% 9 42 49 100
Gravel Km 705 1646 2351 4702
% 15 35 50 100
TOTAL NETWORK Km 1060 3046 4074 8180
% 13 37 50 100
MAJOR LINK ROADS

Asphalt Concrete Km - - - -
%
Asphalt Sufr. Dress Km 53 89 36 178
% 30 50 20 100
Gravel Km 1112 2594 3705 7411
% 15 35 50 100
TOTAL NETWORK Km 1165 2683 3741 7589
% 15 36 49 100
REGIONAL ROADS
Gravel kM 2011 1206 4826 8043
% 25 15 60 100
61
Annex 1- 4
DESCRIPTION OF TRUNK ROAD NETWORK CORRIDORS

i) Import-Export Corridor (Addis-Assab): about 886 km connects the national capital, Addis
Ababa, with the port of Assab by traversing the towns of Nazareth, Awash, Mille, Semera,
Elidar and Bure. The corridor is sub-divided into:
. Addis-Modjo (72 km)

. Modjo-Awash (155 km)
. Awash-Mille (308 km)
. Mille-Assab (351 km)
ii) Northern Corridor (Addis-Zalanbessa): about 933 km, connecting Addis Ababa with
Zalanbessa (Eritrean Border) through Debre Berhan, Dessie, Woldiya, Maichew, Quiha,
Mekelle, Wukro and Adigrat. It is sub-divided into:
. Addis-Woldiya (521 km)
. Woldiya-Zalanbessa (412 km)
iii) North-Western Corridor (Addis-Mereb River): about 1162 km, connecting Addis with Mereb
River (Eritrean Border) by traversing the towns of Dejen, Debre Markos, Bahir Dar, Gondar,
Dabat, Debark, Indasellassie, Axum, Adowa and Rama. The corridor is sub-divided into:
. Addis-Debre Markos (299 km)

. Debre Markos-Gondar (439 km)
. Gondar-Indasellassie (296 km)
. Indasellassie-Merebe River (128 km)
iv) Western Corridor (Addis-Kurmuk): about 775 km, connecting Addis Ababa with Assosa
through the towns of Ambo, Nekempte Ghimbi and Assossa. The Corridor is sub-divided into:
. Addis-Gedo ( 185 km)

. Gedo-Nekempte (147 km)
. Nekempte-Gimbi (113 km)
. Gimbi-Assosa (234 km)
. Assosa-Kurmuk ( 96 km)
v) Baro Corridor (Jimma-Gambella): about 441 km, linking Jimma with Gambella through the
towns of Agaro, Bedelle, Metu and Gore. It is sub-divided into:
. Jimma-Dedessa R. ( 82 km)
. Dedessa R.-Bedelle ( 63 km)
. Bedelle-Metu (120 km)
. Metu-Gambella (176 km)
62
Annex 1-4 Cont'd
vi) South-Western Corridor (Addis-Mizan): about 533 km, connecting Addis

Ababa with Mizan by traversing the towns of Ghion, Welkite, Jimma and
Bonga. It is sub-divided into:
. Addis-Jimma ( 335 km)
. Jimma-Mizan ( 198 km)
vii) Southern Corridor (Alemgena-Jinka): about 692 km, linking Addis/Alemgena with Jinka
through the towns of Butajira, Hossaina, Sodo and Arbaminch. It is sub-divided into:
. Alemgena-Hossaina (232 km)
. Hossaina-Sodo ( 96 km)
. Sodo-Arbaminch (118 km)
. Arbaminch-Jinka (246 km)
viii) Rift-Valley (Resort Zone) Lakes Corridor (Modjo-Moyale): about 698 km connecting Modjo
(72 km from Addis) with Moyale (Kenyan Border) via the important towns of Shashemene,
Awassa, Dilla and Yabello. It is sub-divided as follows:
. Modjo-Awassa (200 km)
. Awassa-Dilla ( 86 km)
. Dilla-Yabello (204 km)
. Yabello-Moyale (208 km)
ix) Wabi Corridor (Nazareth-Gode): about 855 km, connecting Nazareth with Imi through the
towns of Assela, Dodola, Goba and Ginir. It is sub-divided into:
. Nazareth-Assela ( 77 km)
. Assela-Dodola (120 km)
. Dodola-Goba (180 km)
. Goba-Ginir (141 km)
. Ginir-Imi (180 km)
. Imi-Gode (157 km)
x) South-Eastern Corridor (Dire Dawa-Gode): about 701 km, linking Harar with Gode by
traversing the towns of Jijiga, Degehabur and Kebri Dar. The corridor is sub-divided into:
. Dire Dawa-Harar (30 km )
. Harar-Jijiga (102 km)
. Jijiga-Degabahur (171 km)
. Degehabur-Kebri Dar (233 km)
. Kebri Dar-Gode (165 km
xi) Eastern Corridor (Awash-Dewelle):about 504 km, connecting Awash station with Dewelle
(border of Djibouti) through the towns of Kulubi, Dengego and Dire Dawa. The corridor is sub-
divided into:
. Awsh-Kulubi (237 km)
. Kulubi-Dire Dawa ( 53 km)
. Dire Dawa-Dewelle (214 km
63
Annex 2-1
RESPONSIBILITY MATRIX FOR ROAD SECTOR DEVELOPMENT

PROGRAM IMPLEMENTATION
Item No Special Purpose Roads

Functional Group Trunk Roads Major Link Roads Regional Roads Village Roads
1 Net Work Planning ERA ERA ERA & RGRRO RGRRO User with ERA
2 Identification / Selection ERA ERA RGRRO RGRRO and LC User
3 Ranking /Appraisal ERA ERA RGRRO RGRRO User
4 Project Formulation ERA & Consultants ERA & Consultant RGRRO & Consultant RGRRO User
5 Programming ERA ERA RGRRO/ERA RGRRO User
6 Design Standard Setting ERA ERA ERA ERA ERA
7 Design Works ERA & Consultants ERA & Consultants RGRRO & Consultant RGRRO Con. & ERA/RGRRO
8 Contract Administration ERA & Consultants ERA & Consultants RGRRO & Consultant - User
9 Construction & Rehab. ERA & Consultants ERA & Consultants RGRRO & Consultant RGRRO & LC Contractor & User
10 Supervision ERA & Consultants ERA & Consultants RGRRO & Consultant RGRRO User & Consultant
11 Regulation ERA ERA ERA RGRRO ERA
12 Program Management ERA ERA RGRRO LC User
13 Road Maintenance
13.a. Routine Maintenance ERA ERA RGRRO LC ERA/RGRRO & User
13.b. Periodic Maintenance ERA/Contractor ERA/Contractor RGRRO/Contractor RGRRO ERA or RGRRO & User
Note:- ERA - Ethiopian Roads Authority RGRRO - Regional Government Rural Roads Organization LC - Local Community
64
Annex 3-1
DEFINITION OF DIFFERENT INTERVENTIONS (ROAD

WORKS)
A. ROAD MAINTENANCE:
The maintenance of a road section, immediately subsequent to the completion of the civil
construction works, is required to keep road ways and sides to its original shape and allow for
smooth and uninterrupted flow of traffic for which it is primarily designed. The work may broadly be
classified into three: routine, periodic and emergency works.
a) Routine Maintenance Works:The major activity in routine type of intervention is surface

maintenance. In case of asphalt pavement, it consists of asphalt patching, crack resealing, and
certain base corrections. For gravel surfaced roads, the major activities are surface grading, spot
regravelling, ditch clearing and shaping, control of evading vegetation, improvement of sight
distance, etc. Normally, routine maintenance is carried out throughout the year.
b) Periodic Maintenance Works:Apart from regular surface patching, shoulder conservation on

paved roads and the shaping of gravel roads, all weather type of roads require the restoration of
road way surfaces at a certain interval of years. Factors initiating periodic maintenance
intervention are traffic level and composition, the type of pavement (surface) etc. Accordingly,
while gravel roads generally have to be intervened at frequency of 3-5 years, asphalt roads require
to be maintained at a frequency of 7-8 years intervals.
i) Regravelling: is an intervention done on gravel surfaced roads to improve the ride surface.
Normally, regavelling measures are carried out because of persistent wearing out of surface
material (gravel loss) as a result of age, length of road, climate and above all movement of
traffic. The regravelling of unpaved roads is required to restore the original shape, which
primarily involves the placing of adequate gravel or crushed rock on the whole area of the
formation width, with due compaction works.
ii)Resealing : surface dressing (resealing) is needed on extensively worn out pavements and on
areas where the paved surface (asphaltic) has become permeable, allowing water to penetrate
the base and cause deterioration. Before proceeding with resealing works, it is essential to
carry out pothole repairs, correction of ruts and depressions. And then, the surface dressing
includes the application of either one layer of bituminous binder with one layer of chippings
(single surface dressing) or two layers of bituminous binder with two layers of chippings
(double surface dressing), depending on the extent and level of pavement damage. The surface
resealing is generally applied over the whole width of pavement or part of the carriageway.
The operation also involves the regravelling (shaping) of the shoulders on each side of the
roadway, by placing adequate surface materials.
65
Annex 3-1 cont'd
c) Emergency Maintenance Works: This type of intervention is needed in emergency cases,

like the occurrence of slides, floods etc. Hence, the work involves the removal of slides, the
monitoring and execution of corrective works on unstable slopes, both along the road way and on
the road sides. On occasions, with the prevalence of floods, the emergency work required is the
rechannelling of the flood water, removal of derbis, etc. to facilitate the quick movement of
traffic.
B. UPGRADING:
This is a change of design standards of the existing road, including horizontal and vertical geometry,
and the pavement. Generally, it involves reduction of gradients and curves, change of alignments,
improvement of the thickness of base course and the subsequent pavement (say from gravel to asphalt,
from regional roads to major link road etc.) and hence enable increased mobility and accessibility of
regions. Such an intervention measure, when justified on the basis of economic and engineering
parameters, brings about a good riding surface, reduced vehicle operating costs (VOC) and increased
traffic safety by reducing accidents.
C. REHABILITATION:
This is a major intervention work requiring extensive civil works. Rehabilitation is carried out on road
sections where the geometric features and structures along the road way have almost failed. Roads to
be rehabilitated may not be restored to an original shape even with periodic maintenance intervention,
because of the magnitude of the damage done. Major civil works required under the rehabilitation
scheme consists of corrective measures on base course and on pavements, normally involving the
scarification of existing road surfaces and, occasionally, the reconstruction of major and minor
structures. Changes of alignment, reduction of gradient and curves may also be required during the
rehabilitation program. In general, rehabilitation works are close to reconstruction of the facility.
During the program, those trunk roads under rehabilitation program, will be rehabilitated and upgraded
with asphaltic concrete.
D. RECONSTRUCTION
Renewing the road structure, generally using existing earthworks and road alignment, to remedy the
consequences of prolonged neglect or where rehabilitation is no longer possible.
66
Annex 3-2
ROAD STABILIZATION PROGRAM - ASPHALT CONCRETE
CONDITION
YEAR ITEM Good Fair Poor TOTAL
Y0 Starting Position 93 174 291 558
% Distribution 17 31 52
Without M&R Prog. 85 160 313
Y1 Expected M&R Prog. +778 -40 -67
With M&R Prog. 863 120 246 1229
With M&R Prog. 1553 145 194 1892
With M&R Prog. 2194 216 145 2555
With M&R Prog. 2741 332 105 3178
With M&R Prog. 3246 478 80 3804
With M&R Prog. 3354 552 112 4018
With M&R Prog. 3239 626 153 4018
With M&R Prog. 3134 681 203 4018
With M&R Prog. 3037 721 260 4018
With M&R Prog. 2949 747 322 4018
67
Annex 3-3
ROAD STABILIZATION PROGRAM - ASPHALT SURFACE DRESSING
CONDITION
With M&R Prog. 897 1125 1609 3631
With M&R Prog. 1406 1042 1716 4164
With M&R Prog. 1851 1028 1818 4697
With M&R Prog. 2241 1071 1918 5230
With M&R Prog. 2582 1157 2024 5763
With M&R Prog. 3206 984 1666 5856
With M&R Prog. 3859 913 1284 6056
With M&R Prog. 4166 964 926 6056
With M&R Prog. 4434 1046 576 6056
With M&R Prog. 4669 1150 237 6056
68
Annex 3-4
ROAD STABILIZATION PROGRAM - GRAVEL ROADS
CONDITION
With M&R Prog. 2417 3219 5985 11621
With M&R Prog. 2897 2522 5670 11089
With M&R Prog. 3281 2061 5215 10557
With M&R Prog. 3588 1769 4748 10105
With M&R Prog. 3837 1521 4252 9610
With M&R Prog. 5246 1150 3203 9599
With M&R Prog. 6373 1135 2387 9895
With M&R Prog. 7274 1349 1568 10191
With M&R Prog. 7997 1700 790 10487
With M&R Prog. 8578 2125 82 10785
% Distribution 80 20 -
69
Annex 3-5
ROAD STABILISATION PROGRAM - REGIONAL ROADS
CONDITIO
With M&R Prog. 4297 1045 3780 9122
With M&R Prog. 6126 1373 2702 10201
With M&R Prog. 7589 2001 1690 11280
With M&R Prog. 8759 2797 803 12359
With M&R Prog. 9693 3668 75 13436
With M&R Prog. 10925 3896 650 15471
With M&R Prog. 11911 4325 1270 17506
With M&R Prog. 12700 4865 1976 19541
Without M&R Prog. 10160 6432 2949
With M&R Prog. 13331 5455 2789 21576
Without M&R Prog. 10665 7030 3880
With M&R Prog. 13836 6053 3720 23609
70
Annex 3- 6
SUMMARY OF THE RESULTS OF ECONOMIC ANALYSIS
Length N.P.V
No. Road Projects (km) ADT EIRR (In mill. Birr)
a) Rehabilitation of Trunk Roads
1 Addis-Modjo 72 2576 103.90 462.321
2 Modjo-Awash 155 1262 44.80 443.452
3 Dengego-Harar 30 694 28.35 49.053
4 Mille-Assab 351 427 26.82 151.220
5 Awash-Mille 308 552 26.00 131.500
6 Modjo-Awasa 200 901 24.40 98.979
7 Addis-Gedo 185 568 23.30 132.393
8 Kulubi-D/Dawa 53 716 23.00 218.283
9 Addis-Jimma 335 512 22.52 265.800
10 Nazareth-Assele 77 455 19.50 38.692
11 Addis-Woldiya 521 432 19.25 275.121
12 Addis-D/Markos 299 371 17.90 120.782
b) Upgrading of Trunk Roads
1 Nekempte-Ghimbi 113 213 40.60 144.370
2 Dedessa River-Bedelle 63 152 24.50 45.727
3 Awash-Kulubi 237 289 23.7 234.039
4 D/Markos-Gondar 439 218 20.35 174.438
5 Gondar-Mereb River 424 59 19.90 199.715
6 Alemgena - Hossaine-Sodo 328 179 18.65 103.065
7 Dire Dawa-Dewelle 214 - 17.75 93.834
8 Assela-Dodola-Goba 300 167 17.70 85.439
71
Table 3-6 cont’d
Length N.P.V.
No. Road Projects (km) ADT EIRR (In mill. Birr)
9 Sodo-Arba Minch 118 119 17.35 25.152
10 Woldiye-Zalanbessa 412 169 17.25 159.286
11 Jimma-Mizan 198 122 17.15 42.877
12 Metu-Gambella 176 110 13.40 16.073
13 Ghimbi-Assosa 234 99 13.32 20.610
14 Jijiga-Degehabur 171 305 13.16 5.978
15 Harar-Jijiga 102 316 10.54 -
C) Upgrading of Major Link Roads

1 Gedo-Fincha 134 - 40.60 133.800
2 Holeta-Muger 75 218 35.15 67.949
3 Majoria-Durame-Durgi 75 372 33.55 24.419
4 Gondar-Humera 250 - 30.30 141.000
5 Modjo-Ejere 76 366 28.35 18.564
6 Bati-Mille 80 157 26.00 43.727
7 Felegeneway-Kelem- 320 - 25.00 180.000
Namraputh
8 Combolcha-Bati 48 229 24.80 45.442
9 Azezo-Metema 175 - 23.8 168.000
10 Arbaminch-Woito-Omo 220 81 23.5 50.700
11 Assosa-Guba 227 - 22.10 57.000
12 Chida-Sodo 160 - 21.30 107.300
13 Shire-Shiraro-Humera 340 - 20.50 237.120
14 Watcha-Maji 135 - 19.20 104.200
15 Dera-Mechara 226 - 18.00 58.000
16 Shashamene-Dodola 77 131 17.5 20.819
17 Adigrat-Adwa 108 101 17.35 23.439
18 Konso-Yabelo 155 - 15.70 27.720
19 Woreta-Woldiya 300 101 13.24 24.287
20 Nekempte-Bedele 93 86 13.20 8.836
__________
Note: Those Road Projects which have no trafficc record and/or which need detailed agricultural surplus
calculation are not included in economic analysis.
72
Annex 3-7
LIST OF ROADS UNDER PERIODIC MAINTENANCE
A. Trunk Roads
Asphalt Length (kms)

Awassa-Dilla 86
Dilla-Yabelo 204
Gedo-Nekempte 185
Yabelo-Moyale 208
Jimma-Dedessa River 82
Beddele-Mettu 120
Sub Total............ 885
B. Major Link Roads
a) Asphalt
Shashemene-Sodo 130
b) Gravel
Aposto-Wondo 16
Wolkite-Hossana 127
Ziway - Butajira 48
Meisso-Erer 24
Erer-D/Dawa 56
Wondo-Dilla 38
Gimbi-Gambella 358
Kobo-Deder 12
Azezo-Gorgora 50
Chancho-Muger 23
Dejen-Mota 139
Agaro-Chira 48
Wondo-Negelle 269
Arbarakate-Mechara 98
Sodo-Felegeneway 131
Jimma-Chida 84
73
Annex 3-7 Cont'd
Jimma-Suntu 60
Mota-B/Dar 109
Tepi-Mizan 50
Gore-Tepi 145
Nekempte-Bure 250
Bahir Dar-Tis Isat 29
Injibara-Gubaa 239
Metu-Alge 50
Shishinda-Tepi 74
D/Berhan-Jihur 86
D/Berhan-Ankober 41
Tarmaber-Molale 86
Tarmaber - Sela Dengay 21
Sembo-Sekoru 24
Shoa Robit-Awash 40
Tulubolo-Arbo Chulule 27
Nejo-Jarso-Begi 80
Assosa-Dabus 46
Sodere-Nuraera 32
Harar-Kombolcha-Gursum 88
Babile-Fik 50
Mukature - Alemketema 105
Metu-Sor 32
Gera-Agr. Development 24
Limu-Seka 20
Filtu-Dolo 358
Negelle-Wachile 240
Iteya-Robe 150
Turmi-Fejij 64
Mankussa-Bir Sheleko 40
Chagni-Wonbera 48
Sub -total 4229
Total (B) 4359
74
Annex 3-8
BRIDGES & CULVERTS INVESTMENT PROGRAM
Estimated Cost
No. Structure Type Span (m) Road Chainage Measure (‘000 EB.)
1 Metto Concrete 6.00 D/D-Harar 365+200 Replacement 48.00
2 Medisa “ 6.00 “ 420+700 “ 48.00
3 “ 8.00 “ 445+800 “ 64.00
4 Chelenko “ 12.00 “ 452+800 “ 151.92
Luta
5 “ “ 10.00 Harar-Jijijga 604+000 “ 80.00
6 “ “ 10.00 “ 623+000 “ 80.00
7 “ “ 12.00 Awash- 263+000 “ 151.92
Mille
8 Temcha “ 40.00 Chemoga 345+000 “ 598.80
Section
9 Bikolo “ 78.00 Dangila “ 515+000 Tobe 420.36
Abay widened
10 Abaya B.B. 43.00 Adet “ 393+000 To concrete 463.47
Br.
11 Aduraja Concrete 39.00 Chagni 509+700 Repair 195.00
“ Several Parts
12 Beles “ 70.00 “ “ 545+000 Repair 350.00
Several Parts
13 - Arch 10.00 Dessie- 450+200 Replacement 80.00
Weldiya
14 - Concrete 6.00 Combolcha- 470+200 “ 48.00
Bati
15 - R.C.D.G. 21m Bati-Mille 488+300 “ 314.37
Note:- The chainages are measured distances from Addis Ababa.
75
Annex 3-8 cont’d
Span Estimated Cost

No. Structure Type (m) Road Chainage Measure (‘000 EB.)
16 - Baily B. 25.0 Modjo 16+950 To concrete Br. 269.46
Section
17 - Conc.Br. 40.0 Modjo 33+950 Deck 431.14
Section replacement
18 - Conc. Br. 95.0 Modjo 89+000 To be widened 870.36
Section
19 - Conc. Br. 16.80 Modjo 89+000 To be widened 90.54
Section
20 - B.B. 20.00 Butajira 60+000 Deck to 215.57
Section concrete
21 - Conc. Br. 10.00 Chancho 65+000 Replacement 80.00
Section
22 - B.B. 34.00 Mukaturi 97+000 To concrete Br. 366.47
Section
Section
Section
25 - B.B 105.00 Mukaturi 126+100 To concrete Br. 1018.56
Section
26 Gibe - 24.5 Limu- 410+000 Replacement 366.77
Seka
27 Gumero - 18.32 Gore- 636+400 “ 274.25
Gambella
28 Wagens - 12.22 “ “ 644+100 “ 154.71
29 Uka - 12.16 “ “ 654+100 “ 153.95
30 Yatu - 12.24 “ “ 660+900 “ 591.32
31 Baro Kala - 39.50 “ “ 722+300 “ 269.46
32 Bonga - 18.00 “ “ 742+000 “ 410.18
33 Jawi - 27.40 “ “ 755+300 “ 273.95
34 Kermi(1) - 18.30 “ “ 767+200 “ 273.95
35 Kermi(2) - 18.30 “ “ 767+200 “ 273.95
Sub-Total(1) 10,318.73
Note:- * The locations (chainages) of the structures specified are from their
respective section centres (offices).
76
Annex 3-9
ROAD MACHINERY AND EQUIPMENT STATUS
Item Recommended for

No. EQUIPMENT TYPE Operable Repairable Disposal Total
1 Dozer 34 39 102 175
2 Scraper - 1 22 23
3 Grader 95 40 176 311
4 Traxcavator 7 14 16 37
5 Excavator (Back Hoe) 1 - 1 2
6 Header 41 31 114 186
7 Compactor 1 1 14 16
8 Aggregate Spreader 2 2 16 20
9 Roller 20 19 164 203
10 Asphalt Distributor 10 7 24 41
11 Power Broom - - 3 3
12 Asphalt Kettle 51 9 64 124
13 Asphalt Batch Plant - - 3 3
14 Asphalt Pavor - - 6 6
15 Concrete Mixer 16 3 43 62
16 Concrete Vibrator 11 1 96 108
17 Concrete Truck Mixer - - - -
18 Crusher Rock 150 T.P.H - - 1 1
19 " " 75 T.P.H 2 1 4 7
20 " " 50 T.P.H 2 2 15 19
21 " " 15-20 T.P.H 1 2 12 15
22 " " 5-7 T.P.H - 1 8 9
23 " " 1.5 T.P.H 4 - 5 9
24 Screen Plant - - 3 3
25 Air Compressor 21 19 80 120
26 Wagon Drill 4 1 22 27
27 Jack Hammer 30 7 176 213
28 Dump Truck 170 83 474 727
29 Water Truck 25 11 48 84
30 Fuel Truck 10 3 10 23
31 Courrier Truck 14 9 42 65
32 Service Truck - - 2 2
33 Mobile Workshop 4 1 3 8
34 Lowbed and T/r Trk 4 2 30 36
77
Annex 3-9 (Cont'd)
Item Recommended for

No. EQUIPMENT TYPE Operable Repairable Disposal Total
35 Farm Truck and T/r Trk 8 6 67 81
36 Crane 3 5 15 23
37 Ambulance 3 3 16 22
38 Small Vehicle 84 58 335 477
39 Bus 6 3 4 13
40 Generator 34 26 96 156
41 Water pump 3 4 50 57
42 Grease Unit 27 1 36 64
43 Welding Machine 20 6 56 82
44 Concrete pump and Cutter - 1 5 6
45 Trailer House 9 - 31 40
46 Trl Trk Tank 8 - 46 54
47 Concrete Paver - - 1 1
48 Trk Marker Line - - 1 1
49 Trk Cleaner Vac - - 1 1
50 Prepatory Rock - - 1 1
Total 785 422 2560 3767
78
Annex 3-10
LOCATIONS OF NEW WEIGH BRIDGES

TO BE INSTALLED WITH BRIEF JUSTIFICATIONS
The Road Transport Authority is at present intending to install weigh bridges at locations where the volume
and composition of traffic justifies. In this regard, seven locations are recommended with their brief
justification.
1. Adigrat:- This is a town located at the main highway which connects Addis Ababa and Asmara. The
station at present accommodates the traffic movement of both Eritrea and Ethiopia.
2. Rama:- This is a border town located between Ethiopia and Eritrea. It is stationed on the main road
which passes through west of Tigray, Gondar and Gojam regions. Therefore, this is a strategic place
to control the size and weight of vehicles.
3. Dejen:- This station is located adjacent to the Blue Nile Gorge. It is the point through which heavy
vehicles carrying agricultural produce make their way to Addis. This is a strategic station to control
all vehicles before they cross over the Blue Nile bridges. This station is also expected to entertain
international traffic as the route is part of the Trans-East African Highway System.
4. Moyale:- This station is at a border town, in region of Sidamo, between Ethiopia and Kenya. Like
the Metema station, the Moyale station is also expected to accommodate the international traffic
traversing the Trans-East African Highway. This station will have greater significance in view of the
growing economic relationship among COMESA member countries.
5. Metema:- This is a border town located in the Gondar region between Ethiopia and the Sudan. This
station is expected to accommodate the international traffic of both the sub regional/Ethiopia and
Sudan and traffic on the Trans-East African Highway.
6. Mille:- This station lies along the main import-export corridor of the country i.e. Addis Ababa-
Assab route. At this station the import traffic splits in two. One part leads to the central part of the
country, that is, Addis via Awash, and the other part to North East and Western parts of the country.
These are strategic routes in the overall economic activities of the country that need special attention.
7. Dewelle:- This station lies along the main import and export corridor of the country which connects
Ethiopia and Djibouti. The station is expected to accommodate heavy duty traffic in the day to day
activities which necessitates installing a weigh bridge at Dewelle.
79
Annex 4-1
TREND OF RECURRENT BUDGET AND ROAD NETWORK

(IN MILLION BIRR AND Km)
ROAD
YEAR PERSONNEL NON-PERSONNEL TOTAL NETWORK
1985/86 22.829 26.728 49.557 16121

1986/87 23.230 26.520 49.750 16560
1987/88 22.921 27.602 50.523 17049
1988/89 23.097 25.539 48.636 17421
1989/90 23.480 27.571 51.051 17830
1990/91 23.636 28.323 51.959 18070
1991/92 27.358 30.585 57.943 22402
1992/93 22.920 28.035 50.955 23423
1993/94 28.512 40.161 68.673 23727
1994/95 32.742 75.884 108.626 23727
Total 250.725 336.948 587.673
80
Annex 4- 2
ANNUAL ROAD PROGRAM - TRUNK ROADS

(in km)
YEAR ASD to Gravel ACO to Total Gravel to Rural to

ACO to ACO ACO ACO ASD Gravel
1 406 302 107 815 326 49
2 406 302 107 815 326 49
3 406 302 107 815 326 49
4 406 302 107 815 326 49
5 406 304 107 817 328 50
Total 2030 1512 535 4077 1632 246

Ph1
6 214 214 66
7 66
8 66
9 67
10 67
Total 0 214 0 214 0 332

Ph2
TOTAL
Ph1 + 2030 1726 535 4291 1632 578
Ph2
81
Annex 4- 3
ANNUAL ROAD PROGRAM - MAJOR LINK ROADS

(in km)
Gravel ACO to Total Rural to

YEAR ASD to to ACO ACO ACO Gravel Gravel New
ACO to ASD Gravel
1 48 48 122 120 258
2 40 40 122 120 258
3 40 40 122 120 258
4 0 122 120 258
5 0 121 120 258
Total Ph1 48 80 0 128 609 600 1290
6 93 106 296
7 106 296
8 106 296
9 107 296
10 107 298
Total Ph2 0 0 0 0 93 532 1482
TOTAL 48 80 0 128 702 1132 2772

Ph1 + Ph2
82
Annex 4-4
ANNUAL ROAD PROGRAM

TRUNK & MAJOR LINK ROADS
(in km)
ASD to Gravel ACO to Gravel Rural

YEAR ACO to ACO ACO Total to ASD to New
ACO Gravel Gravel
1 454 302 107 883 448 169 258
2 406 342 107 855 448 169 258
3 406 342 107 855 448 169 258
4 406 302 107 815 448 169 258
5 406 304 107 817 449 170 258
Total Ph1 2078 1592 535 4205 2241 846 1290
6 0 214 0 214 93 172 296

7 0 0 0 0 0 172 296
8 0 0 0 0 0 172 296
9 0 0 0 0 0 174 296
10 0 0 0 0 0 174 298
Total Ph2 0 214 0 214 93 864 1482
TOTAL
Ph1 + Ph2 2078 1806 535 4419 2334 1710 2772
83
Annex 4- 5
ANNUAL ROAD PROGRAM - REGIONAL ROADS

(in km)
ASD to Gravel ACO to Gravel Rural

YEAR ACO to ACO ACO Total to ASD to New Regrav Reseal
ACO Gravel Gravel el
1 1080 1608
2 1080 1608
3 1080 1608
4 1080 1608
5 1079 1608
Total Ph1 0 0 0 0 0 0 5399 8043 0
6 2035 1136
7 2035 1136
8 2035 1136
9 2035 1136
10 2033 1138
Total Ph2 0 0 0 0 0 0 10173 5682 0
TOTAL
Ph1 + Ph2 0 0 0 0 0 0 15572 13725 0
84
Annex 4-6
SCHEDULE FOR POLICY AND INSTITUTIONAL REFORMS
1995 1996 1997

SEP OCT NOV DEC JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC JAN FEB MAR APR MAY JUN JUL
I. System Studies
. Road Functional Classification
and pavement management
System
. Road Safety and Environment

Studies
. Design Standard and

specification anual Updating
II. Restructuring of ERA

. Organizational System Reform
. Study for the establishment of

Plant and Equipment Pool
III Study for the establishment

of Road Fund
- Consultant Selection Period

- Project Study Period
- Implementation Period
85

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THE FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIA

ETHIOPIAN ROADS AUTHORITY

ROAD SECTOR DEVELOPMENT PROGRAM

1.1 The Ethiopian Economy ........................................................................ 1

II. ISSUES, STRATEGIC OBJECTIVES & POLICY REFORMS OF THE

2.1 General .................................................................................................. 10

III. THE ROAD SECTOR DEVELOPMENT PROGRAM ................................... 18

3.1 Program Approach, Timing & Target .................................................... 18

IV COST ESTIMATES, FINANCING AND IMPLEMENTATION STRATEGY 51

4.1 Cost Estimates ........................................................................................ 51

Table 1-1 Road Density: Cross Country Comparison

Table 1-2 Classified Road Network

Table 1-3 Present Condition of Roads

Table 1-4 Road Conditions :Cross Country Comparison

Table 1-5 Traffic Distribution on the Road System

Table 3-1 Results of Visual Survey

Table 3-2 Rehabilitation of Trunk Roads

Table 3-3 Upgrading of Trunk Roads

Table 3-4 Upgrading of Major Link Roads

Table 3-5 Construction of New Major Link Roads

Table 3-6 Ten Year Investment Program for Regional Roads

Table 3-12 Financial Requirement for Technical Services & Training

Table 4-1 Cost Breakdown of the RSDP ( Ten Years )

Table 4-2 Cost Break down of the RSDP I

Table 4-3 Annual Work Output For RSDPI

Annex 1-1 Functional Classification of Road Network

Annex 1-2 Classification of Road Network By Surface Type

Annex 1-3 Present Road Condition Mix

Annex 1-4 Description of Trunk Road Network Corridors

Annex 2-1 Responsibility Matrix for Road Sector Development Program

Annex 3-1) Definition of Different Intervention (Road Works

Annex 3-2 Road Stabilization Program - Asphalt Concrete

Annex 3-3 Road Stabilization Program - Asphalt Surface Dressing

Annex 3-4 Road Stabilization Program - Gravel Roads

Annex 3-5 Road Stabilization Program - Regional Roads

Annex 3-6 Summary of the Results of Economic Analysis

Annex 3-7 List of Roads Under Periodic Maintenance

Annex 3-8 Bridges & Culverts Investment Program

Annex 3-9 Road Machinery and Equipment Status

Annex 3-10 Locations of New weigh Bridges to be Installed with Brief

Annex 4-1 Trend of Recurrent Budget & Road Network

Annex 4-2 Annual Road Program - Trunk Roads

Annex 4-3 Annual Road Program - Major Link Roads

Annex 4-5 Annual Road Program - Regional Roads

Annex 4-6 Schedule for Policy and Institutional Reforms

AADT Average Annual Daily Traffic

1.1 The Ethiopian Economy

Past Performance Of The Economy

Present Economic Reform

and services. The Agricultural Development-Led-Industrialisation (ADLI) strategy

Impact of Economic Reform Program

ranked first in magnitude consuming an approximate 30 % share (during the year

Shift to Market Economy

Private Construction Industry

1.2 Current State of the Transport Sector

The Transport System

The Road Network

ROAD DENSITY: CROSS COUNTRY COMPARISON

Class of Roads Paved Gravel Total