RSDP Iv

THE FEDERALL DEMOCR
RATIC REPUBLIC OF
O ETHIOP
PIA
M
MINISTRY
Y OF TRA
ANSPORT
T
ET
THIOPIIAN ROADS
R
AUTH
HORIT
TY
R
ROAD
SECTOR DEVELO
OPMEN
NT PROG
GRAM (RSDP)
(
RSD
DP 13 YEARS PERFO
ORMA
ANCE AND
A
P
PHASE
IV
January 2011
Addis Ababa
RSDP Performance and Future Plan: January 2011
Forward
The road network of Ethiopia continues to provide the principal mode of freight and passenger
transport. The performance of the road sector plays a vital role in growing the economy of the
country. Our service sectors and our people rely heavily on the availability and satisfactory
performance of our road network and transport services.
When the Road Sector Development Program (RSDP) commenced in 1997, the challenges facing
the road sector were immense. The total road network was only 26,550 km, of which over half was
in a poor condition. Only 22% of the network at that time was in a good condition, finances were
scarce and maintenance was all but neglected.
The RSDP set out a clear strategic direction for the restoration and expansion of Ethiopias road
network. Construction and rehabilitation of our road network was coupled with actions that would
see improved management and road maintenance actions. At the same time steps were to be taken
to strengthen the capacity of our domestic road construction industry.
Today, after implementing three phases of the RSDP, we take immense pride in our
accomplishments and achievements. The total road network has grown by some 22,243 km to
48,793, of which close to 60% is now in a good condition. The Road Fund supports routine and
periodic maintenance works and has provided 14% of the total financial requirement of the RSDP.
A whole series of policy and institutional reforms have been realized, that bring with them an
improved efficiency and effectiveness to the sector, most recently demonstrated by the transfer of
responsibility for ERA to the Ministry of Transport.
Looking forward, RSDP-IV builds on the gains made through earlier phases of the RSDP. RSDP-IV
forms a strategic pillar of Governments Growth and Transformation Plan and in terms of its
physical and financial plans it is the largest ever program undertaken in the sector. RSDP-IV is
intended to transform the road sector by boosting the size and quality of the road network,
enhancing institutional capacity and improving overall efficiency. Unlike earlier phases of the RSDP,
RSDP IV places a high emphasis on improved access, specifically the construction of link roads and
engineered low volume roads.
In completing RSDP I, II and III, I would like to thank all of our RSDP partners and financiers for
their support, contribution and their continued confidence in our administration of the Road
Sector Development Program. I would also like to thank all of our development partners for their
continued interest in the progress of the road sector in Ethiopia and their commitment to our
shared vision under RSDP-IV.
It gives me great pleasure to present to you this thirteen years (1997 2010) performance assessment
of the program and our vision, strategic direction and future plan for the road sector, RSDP-IV.
Zaid Wolde Gebriel
Director General
Ethiopian Roads Authority
January 2011
ETHIOPIANROADSAUTHORITY
RSDP 13 Years Performance and Phase IV: January 2011
TABLE OF CONTENTS
PART ONE: Assessment of RSDP Performance
I.
1.1
1.2
EXECUTIVE SUMMARY ......................................................................................... 1

Introduction.................................................................................................................................. 1
Thirteen Years Assessment ........................................................................................................ 1
II.
THE ROAD SECTOR DEVELOPMENT PROGRAM ........................................... 7
2.1
RSDP I .......................................................................................................................................... 7
2.2
RSDP II......................................................................................................................................... 7
2.3
RSDP III ....................................................................................................................................... 8
III.
RSDP PERFORMANCE: THIRTEEN YEARS ASSESSMENT ...........................11
3.1
General ........................................................................................................................................ 11
3.2
Detailed Accomplishment of Works under RSDP I, II and III ......................................... 13
3.2.1 Rehabilitation of Trunk Roads ....................................................................................... 13
3.2.2 Upgrading of Trunk Roads ............................................................................................. 13
3.2.3 Upgrading of Link Roads ................................................................................................ 15
3.2.4 Construction of Link Roads............................................................................................ 16
3.2.5 Federal Roads Heavy Maintenance Program ............................................................... 19
3.2.6 Rehabilitation and Replacement of Bridges .................................................................. 20
3.2.7 Construction of Regional Roads .................................................................................... 20
3.2.8 Routine Maintenance on All Types of Road ................................................................ 21
3.3
Capacity Building and Management Support and Policy ..................................................... 21
3.3.1 Human Resource Development ..................................................................................... 21
3.3.2 Management Systems ....................................................................................................... 22
3.3.3 Axle Load ........................................................................................................................... 23
3.3.4 Road Safety ........................................................................................................................ 24
3.4
Environmental and Social Issues............................................................................................. 26
3.4.1 HIV/AIDS Prevention and Control at Workplaces ................................................... 26
3.4.2 Specialized Training on Environmental Management ................................................ 26
3.4.3 Strengthening Environmental Consideration During the Projects
Implementation ................................................................................................................. 27
3.4.4 Further Consideration of the Environment ................................................................. 27
IV.
IMPROVING RURAL ACCESSIBILITY ............................................................... 28
4.1
Rural Roads Development ....................................................................................................... 28
4.2
Community Roads Development ............................................................................................ 29
4.3
ERTTP Pilot Implementation ................................................................................................. 30
V.
ROAD RESEARCH AND BEST PRACTICE INITIATIVES ............................... 36

Introduction................................................................................................................................ 36
Institutional Arrangements....................................................................................................... 36
5.2.1 New ERA Research Directorate .................................................................................... 36
5.2.2 Road Research Centre ...................................................................................................... 37
5.2.3 Research Steering Committee ......................................................................................... 37
5.3
Research Activities..................................................................................................................... 38
5.1
5.2
ii
5.3.1 Application of Design Technologies for Rural Road Access in Ethiopia ................ 38
5.3.2 African Community Access Program ............................................................................ 39
5.3.3 Other On-going Research Activities.............................................................................. 40
5.4
Future Research ......................................................................................................................... 40
VI.
IMPACT OF RSDP .................................................................................................. 42
6.1
Impact on Accessibility ............................................................................................................. 42
6.1.1 Network Expansion ......................................................................................................... 42
6.1.2 Indicators of Accessibility ............................................................................................... 42
6.2
Impact on Quality ...................................................................................................................... 42
6.3
Impact on Mobility .................................................................................................................... 43
6.4
Impact on Vehicle Operating Cost ......................................................................................... 44
6.5
Impact on Poverty ..................................................................................................................... 45
6.6
Rural Access Index .................................................................................................................... 45
VII.
ASSESSMENT OF FINANCING OF RSDP .......................................................... 47
PART TWO: RSDP IV

I.
1.1
1.2
1.3
1.4
1.5
1.6
II.
PLATFORM FOR FUTURE PLAN ....................................................................... 49

Organization of the Road Sector ............................................................................................. 49
Road Network Coverage and Condition ................................................................................ 49
1.2.1 Road Network ................................................................................................................... 49
1.2.2 Distribution of the Road Network ................................................................................ 49
1.2.3 Quality of the Road network .......................................................................................... 49
Traffic Analysis .......................................................................................................................... 50
Road Safety ................................................................................................................................. 50
Rural Accessibility ...................................................................................................................... 50
1.5.1 Kebele Connectivity ......................................................................................................... 50
1.5.2 Rural Access Index ........................................................................................................... 51
1.5.3 Rural Transport ................................................................................................................. 53
Institutional Capacity, Arrangement and Resources ............................................................ 54
1.6.1 Stronger Management and Sector Institutions ............................................................. 54
1.6.2 Improving Road Sector Capacity and Resources ......................................................... 59
1.6.3 Supporting External Environment ................................................................................ 62
SUMMARY OF FUTURE PLAN ............................................................................ 65
III.
OBJECTIVES AND DESCRIPTION OF RSDP IV............................................... 67
3.1
Objectives ................................................................................................................................... 67
3.2
Description of RSDP IV .......................................................................................................... 67
IV.
COST ESTIMATE AND FINANCING PLAN ...................................................... 68
4.1
Cost Estimate ............................................................................................................................. 68
4.2
Financing Plan ............................................................................................................................ 68
iii
V.
PROJECT SELECTION AND PRIORITIZATION CRITERIA FOR FEDERAL

ROADS ...................................................................................................................... 70
5.1
Preliminary Selection of Road Upgrading Projects .............................................................. 70
5.1.1 Traffic Level ...................................................................................................................... 70
5.1.2 Network Connectivity ...................................................................................................... 70
5.1.3 Road Condition ................................................................................................................. 70
5.1.4 Investment Potential ........................................................................................................ 70
5.1.5 Import/Export Corridor and Regional Integration Roads ........................................ 70
5.2
Preliminary Selection of New Roads ...................................................................................... 71
5.2.1 Economic Development Potential................................................................................. 71
5.2.2 Surplus Food Crops and Cash Crops Growing Areas ................................................ 71
5.2.3 Missing links ...................................................................................................................... 71
5.2.4 New Access to Population Centers ............................................................................... 71
5.2.5 Emerging Regions/Isolated Areas ................................................................................. 71
5.3
Final Prioritization and Selection ............................................................................................ 72
VI.
IMPLEMENTATION PLAN .................................................................................. 73
6.1
Federal Roads ............................................................................................................................. 73
6.2
Regional Roads Plan .................................................................................................................. 73
6.3
Wereda Roads............................................................................................................................. 73
VII. IMPLEMENTATION POLICY AND STRATEGY............................................... 77
7.1
Increasing Rural Accessibility ................................................................................................. 77
7.2
Improving Condition, Integration and Reach of the Road Network ................................ 78
7.3
Cost Minimization and Improved Efficiency ........................................................................ 81
7.3.1 Strengthen Domestic Construction Industry ............................................................... 82
7.3.2 Increase Training and Skills Enhancement ................................................................... 83
7.3.3 Improve Management and Approach ........................................................................... 84
VIII. MONITORING AND EVALUATION MECHANISM ......................................... 86
IX.
RSDP IV PROGRESS AND OVERALL EVALUATION REPORTING .............. 88
9.1
Project Component Reporting ................................................................................................ 88
9.2
Program Reporting .................................................................................................................... 88
PART THREE: URRAP
I.
1.1
1.2
1.3
1.4
1.5
1.6
1.7
THE RATIONAL FOR ACTION ........................................................................... 89

The Current Situation in Rural Ethiopia ................................................................................ 89
The importance of Rural Transport and Services in Ethiopia ............................................ 90
Policy Framework ...................................................................................................................... 91
Building on Success and Progress in the Road Sector ......................................................... 92
Building on Experience in the Road Sector ........................................................................... 93
Rural Transport Services .......................................................................................................... 94
Kebele and Wereda Access ...................................................................................................... 96
iv
II.
TOWARDS UNIVERSAL RURAL ROAD ACCESS IN ETHIOPIA .................. 100
2.1
Background ............................................................................................................................... 100
2.2
Results ....................................................................................................................................... 101
2.3
Benefits ...................................................................................................................................... 101
2.4
Guiding Principles of URRAP............................................................................................... 102
III.
PROGRAM APPROACH ....................................................................................... 104
3.1
Technical Considerations ....................................................................................................... 104
3.2
Implementation Approach for Construction & Maintenance .......................................... 105
3.2.1 Focus on Labour Based Actions .................................................................................. 105
3.2.2 Focus on Appropriate Equipment and Tools ............................................................ 106
3.3
Opportunities for Small & Medium Enterprises ................................................................ 109
3.4
Technical Options & Approaches for All-Weather Access Standard .............................. 110
3.5
Design Considerations ............................................................................................................ 111
3.6
Making Better Use of Local Materials, Resources and Technologies .............................. 113
3.7
Environmental Responsibilities ............................................................................................. 114
3.8
Safe Roads................................................................................................................................. 115
IV.
MANAGEMENT AND DELIVERY...................................................................... 117
4.1
General ...................................................................................................................................... 117
4.2
Program Coordination and Oversight .................................................................................. 117
V.
5.1
5.2
DELIVERABLES, TARGETS AND TIMETABLES ........................................... 120

Extent and Reach..................................................................................................................... 120
Streamlining and Links to Other Initiatives and Programs ............................................... 121
VI.
REPORTING, MONITORING AND EVALUATION ARRANGEMENTS ..... 122
6.1
Reporting Structure ................................................................................................................. 122
6.2
Monitoring and Evaluation .................................................................................................... 122
VII. PROGRESS AND PREPARATION ...................................................................... 125
7.1
Supporting Documents ........................................................................................................... 125
7.2
Supporting Studies ................................................................................................................... 125
ANNEXES
ANNEX I: Universal Rural Road Access Program - Logical Framework ....................... 127
ANNEX II: Road Network Development in Ethiopia ...................................................... 131

ANNEX III: Road Network Condition ............................................................................ 132
ANNEX IV: Detail Physical and Financial Plan of RSDP IV .......................................... 134
Fiscal Year
The Ethiopian fiscal year (EFY) commences 1st of Hamle, and the year from 1st Hamle 2001 to 30th Sene 2002
is, for example, EFY 2001. In terms of the Gregorian calendar, the Ethiopian fiscal year begins on 8th July and
ends on 7th July.
Acronyms and Abbreviations
ADCs
Animal Drawn Carts
AADT
Annual Average Daily Traffic
AC
Asphaltic Concrete
ADB
African Development Bank
ADLI
Agricultural Development Led Industrialization
AFCAP
African Community Access Program
APL
Adoptable Program Lending
BADEA
Bank of Arab for Economic Development in Africa
BMS
Bridge Management System
CoST
Construction Sector Transparency Initiative
DBST
Double Surface Treatment
DCI
Domestic Construction Industry
DEDs
District Engineering Divisions
DFID
Department for International Development, U.K.
DMO
District Maintenance Organizations
DRMCs
District Road Maintenance Contractors
EAHS
Emergency Access to Health Services
EFY
Ethiopian Fiscal Year
ERA
Ethiopian Roads Authority
ERTTP
Ethiopian Rural Travel and Transport Program
ETB
Ethiopian Birr
EU
European Union
GDP
Gross Domestic Product
GIS
Geographical Information System
GOE
Government of Ethiopia
GTP
Growth and Transformation Plan
HDCs
Hand Drawn Carts
HDM
Highway Development and Management Model
ICT
Information Communication Technology
IDA
International Development Association
ILO
International Labor Organization
IMT
Intermediate Means of Transport
JICA
Japanese International Corporation Agency
JSDF
Japanese Social Development Fund
KfW
Kreditanstalt Fur Wiederanfbaw
MCA
Multi Criteria Analysis
MDGs
Millennium Development Goals
MOFED
Ministry of Finance and Economic Development
MPI
Material Project Information
vi
NDF
NR
NRSC
NRSCO
OFID
PASDEP
PHRD
PMS
PPPA
QAP
QMS
RAI
RED
ROW
RRAs
RRC
RSDP
RSDP I
RSDP II
RSDP III
RSDP IV
SFD
SLUF
SMEs
SMTP
SNNPR
TA
TPO
TRL
U.K.
URRAP
USD
VKM
WBGRSF
WIDP
WTTPs
Nordic Development Fund

Not Reported
National Road Safety Committee
National Road Safety Coordination Office
OPEC Fund for International Development
Plan for Accelerated and Sustained Development to End Poverty
Policy and Human Resource Development
Pavement Management System
Public Procurement and Property Authority
Quality Assurance Plan
Quality Management System
Rural Access Index
Road Economic Decision Model
Right-of-Way
Regional/Rural Roads Authorities
Road Research Centre
Road Sector Development Program
Road Sector Development Program Phase I
Road Sector Development Program Phase II
Road Sector Development Program Phase III
Road Sector Development Program Phase IV
Saudi Fund for Development
Sustainable Land Use Forum
Small and Medium Enterprises
Short and Medium Term Plans
Southern Nations and Nationalities Peoples Region
Technical Assistance
Transport Poverty Observatory
Transport Research Laboratory
United Kingdom
Universal Rural Road Access Program
United States Dollar
Vehicle Kilometer
World Bank and its Global Road Safety Facility
Wereda Integrated Development Plan
Wereda Travel and Transport Plans
vii
List of Tables
PART ONE
Table 1: Performance of the RSDP (Physical work excluding community roads) ................................ 2
Table 2: Physical Accomplishment, Plan vs. Actual by Type of Intervention (RSDP III), in km .......... 3
Table 3: Performance Community Roads, km ..................................................................................... 3
Table 4: Share of Expenditure by Category (1997-2010) ...................................................................... 4
Table 5: Increase in Selected Indicators (Year 2010 vs. 1997) .............................................................. 4
Table 6: Financing Pattern of RSDP (in million ETB) ......................................................................... 6
Table 7: Summary of Accomplishment for the RSDP I and II ............................................................ 9
Table 8: Summary of Accomplishment for the RSDP III 3 years ...................................................... 10
Table 9: Impact of RSDP .................................................................................................................. 11
Table 10: Summary of Accomplishment for 13 years of RSDP ......................................................... 12
Table 11: Physical and Financial Accomplishments for Trunk Road Rehabilitation Projects ............. 13
Table 12: Physical and Financial Accomplishment for the Upgrading of Trunk Roads ...................... 14
Table 13: Physical and Financial Accomplishment for the Upgrading of Link Roads ........................ 15
Table 14: Physical and Financial Accomplishment of Construction of Link Roads ............................ 17
Table 15: Domestic and International Training Opportunities (1998 - 2010) ..................................... 22
Table 16: Training Provided by ERAs Training Centers (1995 2010) ............................................. 22
Table 17: Total Checked Front and Rear Axles (2002/03 2009/10) ............................................... 24
Table 18: Road Network Development during RSDP ....................................................................... 28
Table 19: Regional Distribution of Classified Regional/Rural Roads ................................................. 29
Table 20: Capital Expenditure of the RRAs, 1998 to 2010 (In million ETB) ..................................... 29
Table 21: Distribution of Community Roads ..................................................................................... 30
Table 22: Physical Accomplishment by Region ................................................................................. 31
Table 23: Performance of Non-Transport Projects (Cumulative up to June 2010) ............................ 31
Table 24: Physical and Financial Accomplishment for Trail Bridge Implementation.......................... 33
Table 25: Status of Ongoing Wereda Integrated Development Study by Region ............................... 34
Table 26: Growth of the Classified Road Network and Change in Road Density (1997 2010) ........ 42
Table 27: Road Condition Improvement (in %) ................................................................................ 43
Table 28: Traffic Trend over the Period of the RSDP ....................................................................... 43
Table 29: Vehicle Operating Cost Savings with RSDP....................................................................... 44
Table 30: Rural Access Index Values ................................................................................................. 46
Table 31: Disbursement by Financiers (1997 2010) ........................................................................ 47
Table 32: Annual Disbursement for Implementation of RSDP by Financer ...................................... 48
PART TWO
Table 33: Kebele Accessibilty (2009) ................................................................................................. 51
Table 34: RAI for Ethiopia................................................................................................................ 52
Table 35: RAI for Regions ................................................................................................................ 52
Table 36: The Required Level of Road Network to Achieve 50% and 100% RAI Target .................. 53
Table 37: Contracts Value Awarded to Local Contractors, Foreign Contractors and ERA's
Own force .......................................................................................................................... 58
Table 38: Number of Contracts Awarded to Local and Foreign Contractors and Consultants and
ERA's Own force ............................................................................................................... 59
viii
Table 39: RSDP IV - Status of Funding ............................................................................................ 66

Table 40: RSDP IV Annual Targets................................................................................................... 66
Table 41: Physical and Financial Plan ................................................................................................ 68
Table 42: RSDP IV Financing Plan by Financiers........................................................................... 69
Table 43: Federal Roads Plan (2010/11-2014/15) ............................................................................. 74
Table 44: Regional Roads Plan (2010/11-2014/15) ........................................................................... 75
Table 45: Wereda Roads Plan by Regions .......................................................................................... 76
PART THREE
Table 46: Growth and Transformation Plan Targets ......................................................................... 91
Table 47: Increase in Selected Indicators ........................................................................................... 92
Table 48: Accomplishment of RSDP - Community Roads ................................................................ 93
Table 49: Rural Road Network .......................................................................................................... 93
Table 50: Assessment of the Service Levels - Average of all Regions ................................................. 98
Table 51: Kebele Accessibilty (2009) ................................................................................................. 98
Table 52: Typical Comparative Construction Costs for Labor and Equipment Based Technologies 106
Table 53: Environmental Screening and Management ..................................................................... 114
Table 54: Size of Network to be Upgraded/Constructed................................................................. 120
ix
PART ONE:
Thirteen Years Assessment Of
RSDP Performance
I.
EXECUTIVE SUMMARY
1.1 Introduction
In the context of Ethiopias geography, pattern of settlement and economic activity, transport plays a
vital role in facilitating economic development. In particular, it is road transport that provides the
means for the movement of people, utilization of land and natural resources, improved agricultural
production and marketing, access to social services, and opportunities for sustainable growth.
Recognizing the importance of the road transport in supporting social and economic growth and its
role as a catalyst to meet poverty reduction targets, the Government of Ethiopia has placed increased
emphasis on improvement of the quality and extent of road infrastructure in the country. To address
constraints in the road sector, related to restricted road network coverage and poor condition, the
Government formulated the Road Sector Development Program in 1997.
The RSDP has been implemented over a period of thirteen years and in three separate phases, as
follows:
RSDP I Period from July 1997 to June 2002 (5 year plan)
RSDP II Period July 2002 to June 2007 (5 year plan)
RSDP III Period July 2007 to June 2010 (3 year plan)
Financing of the RSDP by the Government of Ethiopia and the Road Fund has been complemented
and supported by additional contributions from various development partners including the World
Bank, European Union, ADB, NDF, BADEA, OFID and the Governments of Japan, Germany, U.K.
and Ireland. The Saudi Fund for Development, the Kuwait Fund and the Government of China have
also joined the financing partnership since RSDP II.
The first 5-year phase of the RSDP was officially launched in September 1997 and ended in June 2002.
The second phase, RSDP II, stretched over the period 2002 to 2007, ending in June 2007. The third
phase, RSDP III, commenced in July 2007, and ended in June 2010. The program has received
significant donor support with its focus on creating adequate capacity in the sector and facilitating the
economic recovery process through the essential restoration of the road network, to an acceptable
condition. Specifically, the program has captured rehabilitation and upgrading of main roads;
construction of new roads; and the execution of regular maintenance on the road network. Together
with the major program of works, all phases of the RSDP have seen a succession of major policy and
institutional reforms.
Thirteen years have passed since the launch of the RSDP. This report summarizes and highlights both
the major accomplishments of the program over its thirteen years and also provides details of the final
year of the RSDP III.
1.2 Thirteen Years Assessment
Over the thirteen years of the RSDP, physical works have been undertaken on a total of 39,965 km of
roads, of which 18,188 km was on federal roads and 21,777 km was on regional roads. The total
budget for the planned works during this period amounted to ETB 60.4 billion (USD 6.0 billion). The
total amount disbursed in the same period amounted to more or less the same figure, reflecting 100%
of the planned target. Table 1 shows performance of RSDP.
Table 1: Performance of the RSDP (Physical work excluding community roads)

Phases of the Program
Financial (in Million ETB)
Physical ( in km)
%
%
Budget
Disb.
Plan
Acco.
RSDP I (Five Years )
9812.9
7284.5
74
8908
8709
98
RSDP II
(Five Years)
RSDP III (Three Years)

Total RSDP
(Thirteen Years )
15985.8
18112.8
113
8486
12006
142
34643.9
34957.8
101
20686
19250
93
60442.6
60355.1
100
38080
39965
105
In the RSDP III 3,067km of trunk and link were roads rehabilitated and upgraded; construction of
1603km of new gravel link roads was undertaken and emergency/heavy maintenance of 3326km of
paved and gravel roads was carried out.
Compared to the planned targets, rehabilitation/upgrading and construction works were 79% and
81% respectively. The Regional Road Authorities constructed/maintained some 11,254 km of rural
roads, which was 96% of the planned target of 11,730 km. In addition, bridges and structures were
rehabilitated and regular routine maintenance was conducted on all types of roads. In addition to the
above, maintenance equipment and steel bridges were procured. Various supporting studies and
services were also undertaken, including institutional capacity building, policy support projects,
detailed design/design review studies, feasibility and EIA studies.
Overall, during the RSDP III, a total of ETB 35.0 billion (USD 2.6 billion) has been disbursed. The
total disbursement of RSDP III is about 101% against the plan. The corresponding physical
accomplishment is 93% of plan without community roads..
A detailed comparison of the physical accomplishment against the physical plan, by major intervention
types for each year of RSDP III is shown in Table 2.
Table 2: Physical Accomplishment, Plan vs. Actual by Type of Intervention (RSDP III), in km
RSDP III
(first year)
Type of Work
Rehabilitation of Trunk
Roads
Upgrading of Trunk
Roads
Upgrading of Link
Roads
Construction of New
Link Roads
Federal Roads Heavy
Maintenance
Construction & Heavy
Maintenance of
Regional Roads
TOTAL
RSDP III
(second year)
RSDP III
(third year)
RSDP III Total

( three years)
%
Target of
Planned
Actual
Planned
Actual
Planned
Actual
Planned
Actual
RSDP III
126
132
110
141
117
71
353
344
97
518
341
531
330
498
411
1,547
1082
70
409
409
761
631
798
601
1,968
1641
83
438
462
668
560
874
581
1,980
1603
81
1,881
1,910
507
662
720
754
3108
3326
107
3910
2585
3910
3731
3910
4938
11730
11254
96
7282
5839
6487
6055
6917
7356
20686
19250
93
A total of 100,384 km of community roads have been reported over the period 2004/05-2009/10.
Key to provision of these roads is the involvement of the community, who with little or no technical
support act to solve their own local access problems. As part of the RSDP, ERA, RRAs and the
Donors have also been providing technical and financial support, through the ERTTP, to eight
Wereda for development and piloting of an integrated approach to district planning and rural
transport development. Table 3 shows the performance of the community road plan.
Table 3: Performance Community Roads, km
Year
Plan
2004/05 2009/10
80,637
Acc.
100,384
125
The method of construction of community roads was only clearing work of a 4 to 6meter corridor to
make passable by a vehicle, which is mainly dependent on the natural formation of the cleared
corridor. Those which are on soft and black cotton soils are impassable during rainy season. As most
of the roads do not have fords at required locations, the serviceability of the roads are poor.
Over the past 13 years, 40% of the total RSDP expenditure was utilized for rehabilitation and
upgrading of trunk roads, 32% was for upgrading and construction of link roads and 10% was for
expansion and maintenance of the regional roads. Around 11% of the expenditure was utilized for
federal road maintenance (periodic & routine) and 3% was for supporting institutional support
projects and other activities. Around 4% of the RSDP expenditure was used for the construction of
community roads and urban road maintenance. Table 4 shows the RSDP expenditure by category.
Table 4: Share of Expenditure by Category (1997-2010)

Share of
Expenditure Category
Expenditures (%)
Federal Roads
- Rehabilitation of Trunk Roads
20.0
- Upgrading of Trunk Roads
19.8
- Upgrading of Link Roads
16.8
- Construction of Link Roads
15.0
- Periodic Maintenance
6.1
- Routine Maintenance
4.8
- Others (including Institutional Support)
3.1
Regional Roads
- Construction
- Emergency and Routine Maintenance
- Others
7.3
2.2
0.2
Community Roads
3.8
Urban Roads (only maintenance)
0.9
Total
100
Overall, the RSDP is achieving satisfactory progress against its objectives and benchmarks.
Substantial improvement has been achieved in rehabilitation and upgrading the main road network
and other arterial routes. Table 5 shows the progress made against selected indicators during the
period of the RSDP.
Table 5: Increase in Selected Indicators (Year 2010 vs. 1997)
INDICATORS
Proportion of Asphalt roads in Good Condition
Proportion of Gravel roads in Good Condition
Proportion of Rural roads in Good Condition
Proportion of Total Road network in Good
Condition
Road Density 1/1000 sq.km
Road Density 1/1000 population
Proportion of area more than 5 km from all
weather road
Average distance to all weather road
1997
2007
(RSDP Start) (End RSDP II)
2010
(End RSDP III )
17%
25%
21%
22%
64%
49%
46%
49%
73%
53%
53%
56%
24 km
0.49 km
79%
38.6 km
0.55 km
68%
44.4 km
0.58 km
64.2%
21km
13 Km
11.3km
Simultaneously, substantial progress has also been made in building institutional capacity and
enhancing sector policy.
The impact of the program in building the capacity of the domestic construction industry is
encouraging. Specifically, participation of the local contracting industry has increased, in terms of both
the value and number of projects, over the last thirteen years of the RSDP. Local contractors are
mostly involved on projects financed by the GOE, with contract values averaging ETB 1,640 million
for the period from 1997 to June 2010. Local involvement on larger construction contracts is still
RSDP 13 Yeaars Performance an

nd Phase IV: Januarry 2011
marginal, although some local contractors

c
a now takiing relativelyy bigger con
are
ntracts, with values
amountin
ng to as mucch as ETB 8225 million. ERA
E
is carryiing out a sm
mall number of
o civil workks by its
own forcce account, particularly
p
i areas wheere the privaate industry is
in
i not willingg to work. Chart
C
1
depicts th
he cost of contracts awardded to local and
a foreign contractors
c
o the perio
over
od of the RSDP.
Chart 1 Total Cost of Projects Awarded
A
to
o Local, Foreeign Contraactors and ERAs
E
Own force
ERA
A's Own
f
force
4,748.00
9%
((1997 - 2010,, Cost in milllion ETB)
Fo
oreign
Con
ntractors
266,209.00
50%
Note: with out Addis Adama Roadd Project
Loccal
Contraactors
21,3200.00
41%
%
Particiipation of loccal consultan

nts has been particularly
p
e
encouraging.
In terms of contract valuue local
consulltants have reeceived aroun
nd 50% of th
he consultan
ncy services during
d
the RSSDP. Chart 2 shows
cost off consultancyy projects aw
warded to loccal and foreiggn consultantts.
T
Cost off Projects Awa
warded to Loccal and Foreig
ign Consultan
nts
Chart 2 Total
Of the 691 contractss (both consttruction & consultancy)

c
awarded over the last th
hirteen yearss of the
RSDP, so
ome 443 con
ntracts were awarded to local compaanies. The majority
m
of these contracts, 63%,
were for consultancyy services, with
w
37% fo
or road consstruction wo
orks. The vaalue of civill works
contracts awarded to
o local firmss was ETB 21.3 billion to June 20110, whilst th
hat for conssultancy
services these
t
amountted to some ETB
E 1.6 billiion.
ETHIOPIAN
NROADSAUTHO
ORITY
Around 71% of the RSDP financing comes from internal sources (GoE, the Road Fund and the
Community). The remaining 29% is pooled from the development partners. The share of the
Government of Ethiopia is the highest at 54%, followed by the Road Fund (14%), the IDA (12%) and
the EU (9%). Table 6 shows the RSDP financing by local and external sources.
Table 6: Financing Pattern of RSDP (in million ETB)
Phase of
RSDP
Financing from Local

Sources
Amount Percentage
Financing from
External Sources
Amount
Percentage
Total
RSDP I
4,434.1
61
2,850.9
39
7,285.0
RSDP II
12,110.2
67
6,002.7
33
18,112.9
RSDP III
26,068.5
75
8,889.3
25
34,957.8
42,612.8
71
17,742.9
29
60,355.7
Total
II.
THE ROAD SECTOR DEVELOPMENT PROGRAM
2.1 RSDP I
Consistent with the broad objectives of the RSDP, to restore the road network to acceptable
condition, targets were established for the first phase of the program, RSDP I. Specifically these were
to increase the road density from 0.43 to 0.49 km per 1,000 population and from 21 to 27 km per
1,000 km2 and to improve the proportion of road network in good condition from 22 to 35%.
During RSDP I, a total of 8,709 km of roads were constructed, rehabilitated and upgraded of which
2,709 km were federal roads and 6,000 km were newly constructed regional roads. In terms of
improving road density, RSDP I met or superseded its targets, achieving 0.49 km per 1,000 population
and 30 km per 1000 km2.
ETB 7.3 billion (USD 0.86 billion) was disbursed up to end of RSDP I in June 2002. This amounted
to around 74.2% of the financial plan. Physical accomplishment was 98% of the plan. Table 7
provides a summary of the accomplishment of RSDP I.
By the completion of RSDP I, the total classified road network had increased by about 34%, with
much of the increase on the regional road network. This resulted in a slight reduction in the 1996
baseline figure for the proportion of areas that were more than half a days walk from an all-weatherroad.
The maintenance effort and the completed sections of road upgrading and rehabilitation improved the
proportion of the network in good condition to around 30% by mid-2002.
2.2 RSDP II
Building on RSDP I, the physical targets for RSDP II were set to increase the proportion of roads in
good condition to 45 percent by June 2007 and through selective construction of new roads, including
non-trunk roads, increase the density of the road network to 34 km per 1,000 km2 and 0.50 km per
1000 population. An important additional target was the implementation of regular maintenance
activities on much of the road network by 2007.
With regard to the federal road network, 976 km of roads were rehabilitated, 1,696 km of roads
upgraded and 612 km of new gravel road were constructed by completion of RSDP II. In parallel
with these works, a total of 4,199 km of heavy/emergency maintenance work was completed on other
federal paved and gravel roads. In addition, detailed design studies, design reviews, feasibility and EIA
studies were undertaken for a number of pipeline road projects. By the end of RSDP II, in June 2007,
a total of ETB 14.7 billion has been disbursed to execute the planned works at federal level.
Regional Road Authorities managed construction and maintenance of 4,523 km of their rural roads,
disbursing around ETB 1.8 billion. In addition, 58,114 km of community roads were constructed by
Wereda, with an expenditure of ETB 1.4 billion. Table 7 provides a summary of the accomplishment
of the RSDP II.
By the end of the RSDP II, a total of ETB 18.1 billion (USD 2.1 billion) had been disbursed. The
overall physical rate of accomplishment for the federal and regional roads was well above target at
139% and 145% respectively. The target to increase the proportion of roads in good condition was
also exceeded, with 49% in good condition. The targets to increase the density of the road network
were also met, with road density increasing to 38 km per 1000 km2 and 0.55 km per 1000 population
achieved by the end of RSDP II.
2.3 RSDP III
Launched in July 2007, the objectives of the RSDP III were to continue the restoration and expansion
of Ethiopias road network. Alongside the program of physical works, RSDP III captured initiatives to
assist with the development of stronger road network management and technical capacity. This
included strengthening the role and capacity of the domestic construction industry. RSDP III also
addressed a number of social objectives including road safety, environmental protection, and
HIV/AIDS prevention and mitigation.
The RSDP III program targets included the following:
Reduce the inhabited land area further than 5 km from a road to 63 percent by the end of
2009/10;
Increase the road density to 45.7 km per 1000 km2 and 0.59 km per 1000 people by the end of
2009/10;
Reduce the average distance from a road to 11 km by the end of 2009/10;
Increase the rate of acceptable (good + fair) roads to 82% for all road types by the end of
2009/10.
The RSDP III comprised the following interventions:

Federal Roads:
a) A civil works program including rehabilitation of 353 km of trunk roads, upgrading of 3,515
km of both trunk and link roads and construction of 1,980 km of new roads, including
improvement of bridges and structures; and
b) A road maintenance program comprising periodic maintenance on 3,108 km of roads and
routine maintenance on all types of roads.
Regional Roads:
a) A civil works program targeting construction of 5,730 km of rural roads, periodic maintenance
on 403 km of rural roads and routine maintenance on all types of roads; and
b) Construction of 30,364 km of community roads.
Institutional support was provided across the Federal and Regional/Rural Roads Authorities, the Road
Fund Administration and the Domestic Construction Industry through various training programs and
initiatives. A wide range of studies and technical assistance programs were also undertaken or
commissioned to assist execution of the program.
When the RSDP III was launched in July 2007, 79.1% of the financing requirement had already been
secured, with 7.9% expected to be committed during the program period. The balance of 13% of the
total cost was identified as a financing gap at the time of launch.
By completion of the RSDP III in June 2010, the average road density had improved to 44.4 km per
Km2 and 0.58 Km per 1000 population and the proportion of the total road network in acceptable
condition had increased to 79%. Table 8 presents summary of accomplishment of the RSDP III.
Table 7: Summary of Accomplishment for the RSDP I and II
Length in km, Budget & Disbursement in million ETB
Item
No. Project
RSDP I, 5 Years
Physical
Financial
Plan Acco.
% Budget Disbu.
RSDP II, 5 Years

Physical
Financial
%
Plan
Acco.
Budget Disbu.
I. Federal Roads
1.1 Rehabilitation of Trunk Roads
1.2 Upgrading of Trunk Roads
1.3 Upgrading of Link Roads
1259
822
0
975 77.4 3161.4 2543.3
80.4
741
976
132 2221.5
3384.8
152
540 65.7 1332.9
894.0
67.1
1163
1407
121 3726.1
4913.4
132
200.1
176.7
88.3
295
289
98 1365.5
1414.4
104
92 2292.3
1919.7
84
831.4
1398.6
168
1.4 Construction of Link Roads
930
928 99.8
768.8
878.1
114.2
662
612
1.5 Heavy/Emergency Maintenance
766
257 33.6
313.8
92.1
29.3
2514
4199
701.0
676.2
96.5
606.1
848.3
140
15.6
5.5
35.3
25.6
41.2
161
0.0
41.2
208.1
505
1.6 Routine Maintenance

1.7 Feasibility & EIA Study
Procurement of Equipment and
1.8 Spare Parts
Bridge & Structures Maintenance
1.9 & construction
304.2
1.10 Policy and Capacity Building
63.6
32.6
51.3
116.7
121.3
104
156
129.9
83.3
363.7
295.7
81
118.8
142.5
120
1.11 Recurrent Expenditure

Sub Total
II. Regional Roads
Construction of Rural Roads &
2.1 Bridges
Emergency & Routine
2.2 Maintenance
96.4
3777
2709 71.7 7017.4 5524.8
78.7
5375
7483
139 11708.9 14688.0 125.4
5131
6000 116.9 2588.7 1500.0
57.9
2877
4106
143 1808.4
82.2
234
417
206.7
170.0
1174.1
65
454.8
513.4
113
203.0
115.4
57
4523 145.4 2466.2
1802.9
73.1
1708.1
1426.0
83.5
116 1708.1
1426.0
83.5
102.7
196.0
191
2.3 Recurrent Budget

Sub Total
III. Community Roads /ERTTP/
5131
Studies/Pilot Wereda
Implementation/Main Road
3.1 Program (Roads Component)
Sub Total
IV. Urban Roads Maintenance
Sub Total
Grand Total
167
6000 116.9 2795.4 1670.0
59.7
3111
0.1
2.7
50273 58114
0.1
2.7
50273
58114
87.0
8908
8709 98.0 9812.9 7284.5
74.2 58759
70121
178
119 15985.9 18112.9 113.3
Table 8: Summary of Accomplishment for the RSDP III 3 years
Item
No.
Project
RSDP III, 3 Years

Physical
Financial
Plan Acco. % Budget Disbu.
I. Federal Roads
354
344 9997 3643.3
6115.2 168
1547
1082
70 6224.7
6123.0
1968
1641
83 8255.0
8570.3 104
1980
1603
81 7760.8
6264.0
81
3108
3326
107 2574.7
2218.5
86
750.0

1.8 Spare Parts
Bridge & Structures
1.9 Maintenance & construction
16.7

2.1 Bridges
Emergency & Routine
2.2 Maintenance
135.0
183.4 136
109.7
383.3 349
96.0
190.9 199
8956
7996
89 29549.2 31439.2 106
5730
4399
77 2865.0
6000
6855
1759.3
61
450.0
439.0
98
340.0
188.2
55
96 3655.0 2386.5
65
114

Sub Total
11730 11254
1369.8 183
4.1

Sub Total
II. Regional Roads
98
30364 42270
139
934.7
867.1
93
Sub Total
30364 42270
Sub Total
V. Road Safety/Support Services
139
934.7
505.0
505.0
867.1
265.0
265.0
93
53
53
Grand Total
51050 61520
121 34643.9 34,957.8 101
To safeguard the RSDP investment, a well-planned routine maintenance strategy has been
implemented on both the federal and regional roads by the respective agencies. The Ethiopian Roads
Authority is responsible for the management and control of the federal roads network. The required
financing for both the routine and periodic maintenance has been fully covered by the Road Fund.
The Road Fund has also provided budgets for road safety and some capacity building activities.
10
III.
RSDP PERFORMANCE: THIRTEEN YEARS ASSESSMENT
3.1 General
The thirteen years of the RSDP has seen significant improvements in the restoration and expansion of
Ethiopias road network. Physical achievements have been matched by significant improvements in
the maintenance of the network, strengthening of the management capacity of the road agencies and
delivery on policy reform.
A total of 140,349 km of physical road works was carried out of which 18,188 km was on federal
roads, 21,778 km was on regional roads and 100,384 km was on Wereda (community) roads. Physical
accomplishment against plan was 118%. Total disbursement was ETB 60.4 billion and this
disbursement was 100% of the plan.
Some 2,295 km of rehabilitation and 3,029 km of upgrading of trunk roads were achieved under the
program. Upgrading and construction of link roads was completed on 1939 km and 3143 km
respectively. Heavy maintenance of road on 7,782 km of federal road was also completed.
As a result of the RSDP investment, the total road network in Ethiopia has increased on average by
about 4.2% each year. By June 2010 and the completion of the RSDP III, the total classified road
network had increased to 48,793 km (excluding community roads). This is an increase of some 22,243
km since the launch of the program in June 1997, giving a road density of 44.4 km per 1000 km2 and
0.58 km per 1000 population.
The proportion of the road network in good condition has also increased, from 22 per cent in 1997 to
56 percent in 2010. Improvements have been realized in the quality of regional roads and rural
accessibility has improved through the construction of new link roads and rural roads, in addition to a
significant number of new community roads.
Table 9 provides a summary of the impact of RSDP period between its launch in (1997- 2010).
Table 9: Impact of RSDP
Indicators
Proportion of Total Road network in Good Condition
Road Density/ 1000 sq. km
Road Density/ 1000 Population
Road Density/ 1000 sq. km (including community roads)
Road Density/ 1000 Population (including community roads)
Proportion of area more than 5 km from all weather road
Average distance to all weather road, km
1997
17%
25%
21%
22%
24.1km
0.46km
24km
0.49km
79%
21.4
2010
73%
53%
53%
56%
44.4km
0.58km
136.6km
1.83km
64.2%
11.3
Table 10 provides summary of accomplishment of 13 years of RSDP.
11
Table 10: Summary of Accomplishment for 13 years of RSDP
Item
No.
Project
13 Years of RSDP
Physical
Financial
Plan Acco. % Budget Disbu.
I. Federal Roads
2353
2295
98
3532
3029
86 11283.7 11930.4 106
2263
1939
86
3572
3143
88 10821.9
6388
7782 122

1.8 Spare Parts
Bridge & Structures
1.9 Maintenance & construction
9026.2 12043.2 133

9820.6 10161.4 104
9061.8
84
3719.9
3709.2 100
2057.1
2894.3 141
41.2
50.8 123
345.4
224.8
315.3
337.3 107
629.4
808.9 129
214.8
429.7 200
18108
18188 100 48275.5
51652.0 107
13738
14505 106
7262.1
4433.4
6234
7272 117
1111.5
1122.4 101
Sub Total
II. Regional Roads
2.1 Bridges
Emergency & Routine
2.2 Maintenance
65
61
543.0
303.6
56
21777 109
8916.6
5859.4
66
80637 100384 125
2642.9
2295.8
87
Sub Total
80637 100384 125
Sub Total
V. Road Safety/Support Services
2642.9
607.7
607.7
2295.8
548.0
548.0
87
Sub Total
19972
Grand Total
90
118,717 140,349 118 60442.7 60,355.2 100
12
3.2 Detailed Accomplishment of Works under RSDP I, II and III

The following sections deal with the detailed accomplishment (project by project) of all phases of the
RSDP from its launch in 1997 to completion of the RSDP III in June 2010.
3.2.1 Rehabilitation of Trunk Roads
All trunk roads identified for rehabilitation under the RSDP were main roads surfaced with asphaltic
concrete. Most of the roads radiate from the capital, Addis Ababa, and link one region to another or
form part of the countrys major import-export corridors. The RSDP planned rehabilitation of 2,353
km of trunk roads. The overall physical accomplishment achieved to June 2010 was 2,295km, an
accomplishment of 98%. The total actual expenditure during the same period amounted to ETB
12,043.2 million, while the allocated budget for this component was ETB 9,026.2 million.
Details of the physical plan and accomplishment, together with the budget and disbursement for each
of the trunk road rehabilitation projects are given in Table 11.
Table 11: Physical and Financial Accomplishments for Trunk Road Rehabilitation Projects
Item
No.
1
2
3
4
5
6
7
8
Projects
Semera - Elidar
Mille Assab
Modjo Mille
Addis - Gohastion
Kulubi - Dengego Harar
Addis -Tarmaber
Tarmaber-Kombolcha
Kombolcha- Woldiya
Total
Length
95
196
442
186
80
185
187
151
Proposed
Work
AC
AC
AC
AC
AC
AC
AC
AC

Financier Physical Plan
Financial
% Age
Status
Plan Acco. Budget Disb Acco. Disb.
ADB
95
95
214.3
283.7
100
132 Completed
IDA
100
100
293.9
471.8
100
161 Completed
IDA
441
442
946.6 1071.2
100
113 Completed
Japan
186
186
354.8
481.8
100
136 Completed
IDA
80
80
632.7
610.7
100
97 Completed
GOE
121
130
994.8 1218.8
107
123 On-going
EU
187
187
469.5
662.1
100
141 Completed
GOE
151
151
672.6 1189.2
100
177 Substantially
Completed
Gohatsion - Dejen & Abay

Bridge
10 Addis-Ambo
11 Ambo - Gedo
41
AC
Japan
112
62
AC
AC
12
13
14
15
Nazareth-Assela
Addis-Awassa
Addis-Giyon-Jimma
Gewane - Mille (Alternative
Route)
16 Gedo - Nekempt
79
265
342
19
17 Addis-Nazareth (Expressway)
18 Dejen Debre Major
Total
38
41
258.8
418.8
108
162 Completed
Germany
Germany
112
62
112
62
503.4
215.8
470.9
239.5
100
100
94 Completed
111 Substantially
AC
AC
AC
AC
IDA
EU
EU
GOE
68
265
342
15
79
265
342
19
204.1
430.6
981.7
40.6
329.1
392.3
1404.1
134.4
116
100
100
127
161 Completed
91 Completed
143 Completed
331 Completed
136
AC
IDA
50
350.8
13.8
4 On-going
80
70
AC
AC
China
Japan
40
1458.4
2.8
2650.1
0.9
2353
2295
9026.2 12043.2
98
182 On-going
Under
Design
133
2728
Completed
3.2.2 Upgrading of Trunk Roads

During the 13 years of the RSDP, it was planned to upgrade some 3,532 km of trunk roads with a
total budget of ETB 11,283.4 million. The actual physical accomplishment to June 2010 was 3,029 km
13
at a cost of ETB 11,930.5 million. The physical and financial accomplishment rate was 86% and 106%
respectively.
Details of physical plan and accomplishment, together with the budget and disbursement for each of
the trunk road upgrading projects are given in Table 12.
Table 12: Physical and Financial Accomplishment for the Upgrading of Trunk Roads
Item
No.
Projects
Total Proposed Financier

Length
Work

Physical
Financial
% Age
Status
Plan
Plan Accom. Budget
Disb
Acco. Disb.
12
13
Alamata-KoremB/Mera
Sodo Arbaminch
Woldiya - Alamata/
Betemera Wukro
Debre Markos Gondar
Awash Kulubi
Alemgena Butajira
Harar
Jijiga
Degehabour
Harar-Jijiga
Jijiga-Degehabor
Degehabur K/Dehar
Gode - Kebre Dehar Shilabo
Dembi-Bedele
Metu-Gore
14
Gore Gambella
145
AC
12
Assela-Dodola Junction/
Shashamane Goba
316
AC
16
17
18
19
20
Nekempt-Mekenajo
Mekenajo-NejoMendi
Mendi Assosa
Butajira-Hossaina-Sodo
Arbaminch-DelbanaJinka
Gonder By Pass
Jimma Mizan
Gondar-Debark
Alaba Humbo
Humbo Arbaminch
Meisso-Dire Dawa
Dewele
Wukro-Adigrat
Zalambessa
127
135
93
190
246
AC
DBST
DBST
DBST
DBST
OFID/B
ADEA
IDA/GO
E
IDA
OFID
GOE
ADB
GOE
10
220
100
85
100
374
AC
AC
AC
AC
AC
AC
GOE
ADB
IDA
RF
RF
EU
0
80
60
50
50
0
6
48
14
24
37
0
33.7
612.5
280.1
297.9
308.3
331.2
80.8
562.3
248.3
187.4
207.3
34.1
60
23
48
74
240
92
89
63
67
10
120
AC
Kuwait
60
11
414
138.3
18
33
Total
4521
3532
3029
11283.4 11930.5
86
106
2
3
4
5
6
7
8
9
10
11
21
22
23
24
25
26
27
120
AC
GOE
120
120
195.1
471.2
100
242 Completed
120
DBST
GOE
120
195
120
195
95.1
541.1
105.6
566
100
100
195
428
232
120
186
AC
AC
AC
DBST
Gravel
IDA
IDA
IDA
ADB
GOE
428
232
120
100
428
232
120
125
704.1
130.3
261.7
97.2
1097.2
319.9
328.6
86.1
103
100
100
125
111 Completed
105
Completed
156 Completed
246 Completed
126 Completed
89
Completed
102
163
233
273
AC
DBST
DBST
DBST
GOE
GOE
GOE
GOE
110
163
160
220
86
163
100
92
315.8
258.4
602.3
899.7
445.6
540.3
852.3
814.7
78
100
63
42
141
209
142
91
62
26
AC
AC
BADEA
OFID
80
26
49
26
329.9
170.2
190.7
138.1
61
100
110
113
590.4
728
103
58 On-going
81 Substantially
Completed
123 On-going
235
193
1198
900.1
82
75
127
135
93
190
268
127
135
93
190
182
488.9
410.6
415.5
626.7
674.7
606.2
634.6
175.5
653
818.3
100
100
100
100
68
124
155
42
104
121
On-going
Completed
On-going
On-going
On-going
Completed
Completed
Completed
Completed
On-going
On-going
On-going
On-going
On-going
On-going
Design
Completed
On-going
14
3.2.3 Upgrading of Link Roads

It was planned to upgrade 2,263 km of gravel roads at a total estimated cost of ETB 9,820.6 million.
During the 13 years of the RSDP, a total of 1,939 km of link roads were upgraded (86%
accomplishment). Disbursement as of June 2010 amounted to some ETB 10,161.6 million.
Details of the physical plan and accomplishment, together with the budget and financial disbursement,
for each of the link road upgrading projects are presented in Table 13.
Table 13: Physical and Financial Accomplishment for the Upgrading of Link Roads
Item
No.
Projects
Total Proposed
Length Work

Financier
Physical
Financial
% Age
Status
Plan
Plan Accom.Budget Disb Acco. Disb.
Adigrat-Adiabun
109
AC
IDA
109
109
294.4
587.7
100
Adiabun - Shire
92
AC
IDA
72
66
489
421.9
92
86 On-going
Shire Shiraro - Humera

- Maykadura-Lugdi (2
Contracts)
Woreta-GobGob
(2 Contacts)
GobGobWoldiya
(2 Contacts)
Gonder-Dansha-Humera
(2 Contacts)
Azezo-Metema
310
AC
GOE
110
123
515.6
615.7
112
119 On-going
99
AC
IDA
82
99
431.5
440
121
102 Completed
190
AC
IDA
184
190
745
778.9
103
105 Completed
245
AC
GOE
245
245
618.4
790
100
128 Completed
185
AC
OFID/BAD
EA/SFD
185
185
692.8
575.5
103
83 Completed
110
DBST
GOE
50
42
298
455.4
84
153 On-going
165
AC
GOE
115
102
560.2
563.9
89
101 On-going
186
AC
GOE
186
186
468.6
912.9
100
195 Completed
57
51
87
70
58
130
61
190
AC
DBST
DBST
AC
DBST
AC
Gravel
AC
GOE
GOE
GOE
GOE
GOE
GOE
GOE
GOE
57
51
60
55
58
65
61
20
57
51
29
37
58
49
61
5
130.5
309.1
187.7
342.9
130.8
488.8
181.4
89.7
269.5
331.9
208.6
277.6
103
674.8
121.9
107.9
100
100
48
67
100
75
100
25
207
107
111
81
79
138
67
120
118
AC
GOE
78
16
346.1
196.7
21
187
AC
NDF
5.2
20
220
AC
BADEA/
OFID/Kuwait
6.8
4.5
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Modjo
Arerti
Gobenssa Senbo (3
Contacts)
Mille-Chifra-Alewuha
(2 Contacts)
Serdo Afdera
AfrarHaik (2 Contacts)
Holeta - Muger
Ziway - Butajira
Butajira - Gubre
Jijiga-Togochale
Dubti - Assaita
Gambela- Itang - Jikawo
Kersaber-D/Damo-Bizet
Shire-Debark
(3
Contacts)
Alamata-Mehoni
Hiwane
Mekele - Abiadi - Adwa
21 Nekempt-Bedelle-Metu
200 Completed
Completed
Completed
On-going
On-going
Completed
On-going
Completed
On-going
57 On-going
385 Design
Completed
66
Design
Completed
15
Contd
Item
No.
Projects
Total Proposed
Length Work
Financier
Physical
Financial
Plan
Plan Accom.Budget Disb
% Age
Status
Acco. Disb.
22 Mekenajo D/Dollo
211
AC
IDA
165.2
23 Gedo-Fincha-L/Bereha
144
AC
SDF/GOE
20
164.2
4.1
24
25
26
27
94
109
65
323
AC
AC
AC
AC
IDA
IDA
IDA
ADB
27
27
27
0
3
10
6
0
162.9
144
144
17.3
175.7
162.6
90.9
15.9
11
37
22
28 Combolcha - Bati - Mille
131
AC
GOE
114.4
29 Shewa Robit Gewane
95
DBST
GOE
71.1
1.1
30 Bonga-Ameya-Chida
110
Gravel
GOE
80.2
7.7
31 Welkite-Hossaina
127
AC
IDA
118.2
0.8
32 A/Wendo-Bonsa - Daye
33 Shashemene-Wendo
Genet-Gemeto
34 Mazoria-Durame-Durgi
35 Ginir - Imi Gode
(4 Contacts)
36 Robe - Gasera - Ginir
80
DBST
GOE
50
37
8
19
186.5
200
97.8
172.6
16
51
37
72
352
AC
Gravel
Gravel
GOE
GOE
GOE
72
150
72
111
191.6
500.1
82.6
875.8
100
74
4 Tendering
Stage
3 Tendering
Stage
108 On-going
113 On- going
63 On-going
92 Tendering
Stage
4 Design
Completed
2 Design
Completed
10 Design
Review
1 Tendering
Stage
52 On-going
86
On-going
43 Completed
175 On-going
141
Gravel
GOE
5.6
0.8
37 Konso - Yabello
155
Gravel
GOE
10
117
2.9
38 Bole - Bojbar - Werabe
100
DBST
GOE
73.5
39 Metehbila - Metehara
43
TBST
GOE
32.3
86
14 Design
Completed
3 Design
Completed
0 Design
Completed
0 Design
Completed
103
Aposto- Irbamoda
Irbamoda - Wadera
Wadera - Negele
Ageremariam - Moyale
Total
5309
2263
1939 9820.6 10161.6
3.2.4 Construction of Link Roads

Although the primary focus under the first phase of the RSDP was the restoration of the existing
network, it was planned to construct 3,572 km of link roads, at a total estimated cost of ETB 10,821.9
million. A total of 3,143 km of new link roads were constructed at a total cost of ETB 9,061.8 million.
The physical and financial accomplishment was 89% and 84% respectively.
Details of physical plan and accomplishment, together with the budget and financial disbursement for
each of the link road construction projects, is presented in Table 14.
16
Table 14: Physical and Financial Accomplishment of Construction of Link Roads
Projects
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Chida - Sodo
Mille-Chifra - Woldiya
Azezo - Ginte
Ginte - Metema
Alamata-Mehoni-Hiwane
Indasellassie - Humera
Gedo-Fincha-L/Bereha
Dera-Magna
Magna-Mechara
Shekhusein - Mecheta
Keyafer-Turmi
Sawla - Kako
Watcha - Maji
Kassamender/Hida- Yalo
Afdera-Abala/Shehat
Durbete-Sahura-Gelego
Assosa/Sherkole-Guba
165
156
76
108
135
272
146
99
120
170
80
123
157
72
250
254
126
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
AC
Gravel
Gravel
ADB
GOE
GOE
GOE
GOE
GOE
GOE
IDA
IDA
GOE
GOE
GOE
ADB
GOE
GOE
GOE
IDA/GOE
165
156
76
108
135
272
146
99
120
170
80
120
65
72
20
254
80
165
156
76
108
135
272
146
99
99
170
36
78
120
53
56
230
116
240.4
65.6
38.6
133.9
141
241.7
146.8
390.7
482.8
341.3
132.5
291.8
520.2
173.1
282.6
417.8
375.2
329.8
105
49.2
136.8
179.7
204.8
141.4
287.9
485
322.6
78.1
224.3
573.1
88.6
446.5
434.6
325.6
100
100
100
100
100
100
100
100
83
100
45
65
185
75
280
91
145
137
160
127
102
127
85
96
74
100
95
59
77
110
51
158
104
87
18
19
Gundowein- Mekanselam
Mekanselam Combolcha
Alem Ketema - Akesta
Humera - Lugdi
Eleya-Adura
Adura-Akobo & AduraBurbi
Tor - Akobo - Jikawo
139
180
Gravel
Gravel
GOE
GOE
139
160
60
135
642.7
640.9
728.1
615.3
43
84
113
96
Status
Completed
Completed
Completed
Completed
Completed
Completed
Completed
Completed
On-going
Completed
On-going
On-going
On-going
On-going
On-going
On-going
Substantially
Completed
On-going
On-going
153
50
69
120
Gravel
Gravel
Gravel
Gravel
GOE
GOE
GOE
GOE
153
50
69
80
153
50
65
9
109.7
57.9
125.2
369.9
277.8
82.6
191.4
196.5
100
100
94
11
253
143
153
53
Completed
Completed
On-going
On-going
120
Gravel
GOE
20
138.2
0.3
148
80
Gravel
Gravel
GOE
GOE
148
203.5
53
215.8
2.3
100
106
4
200
Gravel
GOE
2.6
28
Nejo - Jarso - Begi

Seru - Shenen Wonz Shekhusien
Yabello - Metagefersa Shakisso
Woito - Omorate
230
Gravel
ADB
224.9
9.2
29
Sawla-Maji
180
Gravel
GOE
125.6
10.1
30
Alaba - Alemgebya Wulbareg

Maji - Washawuha
90
DBST
GOE
54.5
86.3
158
Under
Design
Completed
Design
Completed
Design
Completed
Design
Completed
Tendering
Stage
On-going
80
Gravel
GOE
20
96.8
2.8
Washawuha
Namraputh
Arbaminch- KambaSawla- Ameya
200
Gravel
GOE
20
124.3
0.9
205
DBST
GOE
133.4
3.8
Fisehagenet-ChelelekituKonso
150
Gravel
GOE
67
20
21
22
23
24
25
26
27
31
32
33
34
Total
Length
Proposed
Work
Item
No.
Financier
Physical Plan
Financial
Plan Accom. Budget
148
20
% Age
Disb Acco. Disb.
65
0
Design Ongoing
Design
Completed
Tendering
Stage, one
lot on-going
Design Ongoing
17
Contd
Item
No.
35
Projects
Total Proposed
Length
Work
Financier
250
Gravel
GOE
36
126
Gravel
GOE
37
Yalo - Nehile Dalol
150
Gravel
38
Yalo-Nehile
70
Gravel
IDA/NDF
/GOE
IDA/GOE
39
Nehile-Abala
77
Gravel
IDA/GOE
40
41
42
Abala-Berale
Agula - Berale
Meti Godere
70
172
72
AC
AC
Gravel
43
300
Gravel
193
Gravel
100
Gravel
GOE
180
Gravel
47
Awash -DofenKassamender
Semera-Didigsala-Addis
Ketema
Addis Ketema Chercher - Mehoni
Gelego-T/KetemaGuba
Guba-Wonbera
180
Gravel
48
Asosa-Dabus-Wonbera
300
Gravel
NDF/IDA
/GOE
IDA/NDF
/GOE
NDF/GOE
49
Assossa-Kurmuk
100
Gravel
50
Assosa - Daleti - Baruda
263
Gravel
51
Humera - Metema
190
Gravel
52
100
54
Desie-KutaberWegeltena
Mota - Mekaneselam D/Tabor
Muger - Gebre Guracha
55
56
45
46
53
57
58
59
Financial
Plan Accom. Budget
Dima-Boma (Sudan
Border)
Babile - Fik
44
Physical Plan
40
% Age
Disb Acco. Disb.
125.8
2.2
96.4
10.2
11
11.7
15.8
135
56.4
21.2
GOE
IDA/GOE
NDF
8.2
13.2
6.4
33.4
3.3
0
253
52
NDF/IDA
/GOE
GOE
189.7
18.1
10
10
0
0
Status
Design Ongoing
Design
Completed
Design
Completed
60
68
243.5
236.6
113
97
On-going
On-going
Terminated
due to
outcome
from EIA
Design Ongoing
On-going
50
20
169.5
91.2
40
54
On-going
130.8
16.5
13
126.3
24.8
12.3
50
148.4
135.4
Design Ongoing
Design
Completed
Design to
Commence
On-going
8.5
3.8
45
GOE
7.9
1.5
19
Gravel
GOE
1.7
43
130
Gravel
GOE
5.6
4.5
80
70
Gravel
GOE
2.7
0.8
30
Gutine - Fincha
185
Gravel
GOE
157.7
1.1
Mehal Meda Alemketema

Ankober-Aliyu AmbaDulecha-Awash Arba
Limalimo Alternate
Road
Gog-Akobo
110
DBST
GOE
67.5
2.4
110
DBST
IDA
89.7
5.7
60
Gravel
GOE
100
Gravel
NDF
OFID/SFD
/GOE
50
20
40
22
228.5
75
44
0
9.9
91
0
13
Design Ongoing
Design
Completed
Design Ongoing
Design Ongoing
Design Ongoing
Design
Completed
Tendering
Stage
Design Ongoing
Under
Design
Design
Completed
18
Contd
Item
No.
60
61
Projects
Total
Length
Proposed
Work
Financier
Physical Plan
Plan
Financial
Accom. Budget
Disb
% Age
Acco. Disb.
Tongo-Begi-Mugi
Indasellassie - Dejena
- Dansha
Maysebri Fiyelwuha Hawzen
154
180
Gravel
AC
GOE
GOE
50
50
46
32
171.5
172.9
184.8
361.1
92
64
108
209
275
Gravel
GOE
80
19
250.7
104.8
24
42
Aykel - Zufan Angereb

Angereb - Keraker Adiarkay
Hargele - Dolo bay
Gode - Kelafo Ferfer
Gore - Haro Dibe Filtu
Hartshek - Harshine Gashemo
Hargele - Afder - Bare
- Yet
Ghimbi - Guyi - Alge
100
Gravel
GOE
63
1.6
192
Gravel
GOE
120
260
Gravel
Gravel
GOE
GOE
250
Gravel
GOE
300
Gravel
180
74
Kamash-Yasso
Gilgel-Gibe-BeleseDebate
Indato - Gasera
Sire - Robe - Ali Robe
75
76
77
78
Nansebo - Angeltu
Sanja - Keraker
Maksegnet - Arbaya
Buahit - Dilyebza
62
63
64
65
66
67
68
69
70
71
72
73
Total
30
68.6
3
0
82.3
181.6
4.3
6.6
89.1
3.3
GOE
5.7
570
Gravel
GOE
7.2
6.2
86
140
Gravel
NDF
16.2
270
72
Gravel
GOE
58
60
Gravel
Gravel
GOE
GOE
180
Gravel
GOE
100
192
49
60
Gravel
Gravel
Gravel
Gravel
NDF/GOE
GOE
GOE
GOE
11483
20
72
58
45
54
16
10
3572
3143
5
4
0
117.9
39.1
97.6
7.3
510.1
2.3
4.9
6.3
7.7
1.6
63
235.3
10821.9
9061.8
120
523
32
129
0
0
88
84
Status
On-going
On-going
One lot ongoing and
the other at
Tendering
Stage
Design Ongoing
On-going
On-going
Design Ongoing
Design Ongoing
Design Ongoing
Design Ongoing
Design Ongoing
Completed
Completed
On-going
Design Ongoing
Design to
Commence
On-going
Tendering
Stage
3.2.5 Federal Roads Heavy Maintenance Program

Under the RSDP, a heavy maintenance intervention program was planned on priority roads that were
in a poor and maintainable condition. The objective of this type of heavy maintenance intervention
was to improve the condition of the roads so allowing a better flow of vehicles. About 6,388 km of
periodic/emergency maintenance work was planned with a budget of ETB 3,719.9 million. By end of
June 2010 the actual maintenance accomplishment was 7,782 km, around 122% of the plan. The total
sum disbursed to June 2010 for this type of maintenance amounted to ETB 3,709.2 million (around
100% of planned budget). Substantial work has also been carried out to minimize further deterioration
of the roads. Significant additional, but necessary unplanned emergency works were also undertaken.
19

3.2.6 Rehabilita
R
ation and Replacem
R
ment of Briidges
Bridges and
a structurees have a siignificant asset value an
nd they needd to be prop
perly managged and
maintaineed. With incrreasing levelss of traffic, so
ome structurres require strrengthening or widening. Where
bridges and
a structurees have beco
ome dangero
ously deteriorrated, structuurally unsouund or unsaffe, such
bridges an
nd structuress need to be replaced or substantially
s
strengthenedd.
During th
he 13 years of
o the RSDP,, about ETB 315.3 million
n was allocatted for bridgee and culvertt repair,
rehabilitaation and replacement.
r
. Governmeent financeed most off the bridgges identifieed for
maintenaance/reconstrruction. Thee Road Fundd has also fin
nanced emerrgency bridgge maintenan
nce and
importan
ntly funded a national brridge conditiion survey. The World Bank, throuugh the Emeergency
Recoveryy Program, made
m
availablle funds for rehabilitatingg various strructures locaated within th
he Dire
Dawa Duri
D - Deweele road. Th
he total sum disbursed duuring the RSSDP for thiss category off works
amountedd to ETB 337.3 million.
A has develop
ped a Bridgee and Culvertt Managemen
nt System an
nd ERA
With the assistance of JICA, ERA
ng the RRAs to promote establishmen
e
nt of the systeem on the reegional road network.
n
is assistin
Out of th
he total bridgges in the federal road network, 38%
% of the briddges are moree than 30 Yeears old
and 26% are more th
han 60 years. Some of thee older bridgges need repllacement or some strengtthening
interventiion. Chart 3 below show
ws the age distribution
d
of bridges in
n Ethiopia, in the federral road
network.
C
on of Reg
gional Roa
ads
3.2.7 Constructio
As a resuult of the poliicy and instittutional reforrms launchedd in the early 1990s region
nal states havve been
accountab
ble for the management
m
and control of rural roads within theeir boundaries. Each reggion has
been enggaged on th
he constructiion and maiintenance off substantial rural road networks, utilizing
u
budgets allocated
a
from the respecctive regionaal governmen
nts. During the
t past 13 years
y
of the RSDP,
ETHIOPIAN
NROADSAUTHO
ORITY
20
14,505 km of new regional roads have been constructed. This is against a planned target of 13,738 km.
The total disbursement for the execution of different projects in all regions, including emergency and
routine maintenance, was ETB 5,859.3 million. The accomplishment of the RRAs, over the RSDP
period, has been remarkable, as explained further in Section IV.
3.2.8 Routine Maintenance on All Types of Road
The sustainability of the major achievements of the RSDP depends critically on timely and efficient
maintenance of the road network. Regular routine maintenance, such as grass cutting, clearing and desilting ditches, culvert maintenance, drainage clearing and maintenance of road signs, is a necessity for
all types of road. Such routine maintenance activities are continuous and need to be undertaken on a
regular basis.
Since its establishment, the Office of the Road Fund has fully covered the cost of routine maintenance
of the road network.
The total planned cost of federal, regional and urban roads routine maintenance was 3,701.8 million.
The actual amount disbursed during thirteen years of RSDP amounted to ETB 4,409.3 million.
Out of the total maintenance expenditure, ETB 2,894.3 million (66%) was for federal roads, ETB
967.0 million (22%) for regional roads and ETB 548.0 million (12%) was for urban roads.
3.3 Capacity Building and Management Support and Policy
The RSDP caters for a significant component of capacity building for road sector institutions and
personnel. This consisted of technical assistance and training and was financed by IDA, EU, ADB,
NDF, the Governments of Germany, Japan, U.K. and Ireland, the Road Fund and the GOE.
The total amount of budget allocated for Capacity Building and Management Support activities was
around ETB 629.4 million excluding activities directly supported by Donor countries. To June 2010
the actual disbursement was around ETB 808.9 million.
3.3.1 Human Resource Development
A skilled work force is vital for successful implementation of the RSDP. During the 13 years of the
RSDP, ERA has placed high priority on delivery of skills enhancement and training programs to its
own employees and professionals from the training institutes, the regions and the private sector. Table
15 summarizes the total number of trainees benefiting from domestic and international training
opportunities.
21
Table 15: Domestic and International Training Opportunities (1998 - 2010)

No.
Number of Trainees
1.
Post Graduate (long term)
1.1
Overseas
59
Domestic
42
1.2
Sub - Total
101
2.
2.1
2.2
Short Term Training

Overseas
Domestic
Sub - Total
Total
140
1690
1830
1931
During the period from 1995 to 2010, a wide range of training programs for sector professionals has
been delivered by the ERA training centers at Alemgena, Ginchi and Chancho. Table 16 summarizes
the total number of trainees benefiting from these programs.
Table 16: Training Provided by ERAs Training Centers (1995 2010)
No. Training Centers
Number of Trainees
1.
Alemgena Training Centre
7244
2.
Ginchi/Chancho Training Centre
8387
Total
15,631
3.3.2 Management Systems
i) Quality Management System
To improve the quality and management systems of ERA and its suppliers, ERA, with financial
support from the World Bank, is undertaking a study to provide a Quality Management System
(QMS). The main objective of the study is to re-establish an enhanced quality assurance system within
the Engineering Service Procurement Directorate and the Environmental and Social Management
Team of ERA. The aim of the QMS is to strengthen the quality assurance of design services,
procurement of works and services and contract administration.
The QMS, through a safeguards system, also addresses the environmental and social aspects of
projects that ensures compliance with all governing legal and funding requirements.
So far 65% of the study is completed with time elapsed about 66 %.
ii) Improved Right of Way Management
In line with Governments Proclamation No. 455/2005 on Right of Way management, ERA has
improved its system for compensation estimations. Total payments made for compensation on road
projects has grown as the number of projects has increased. The Figure below illustrates the trend in
compensation payments and reflects ERAs increased concern that all road projects should be socially
responsive.
22

iii) Otheer Systems

A Pavem
ment Manageement System
m (PMS), to
o be used in
n road netwo
ork maintenance plannin
ng, was
developedd under the RSDP. Thee PMS is now being revvised and oth
her systems, such as thee bridge
managem
ment system, equipment managemen
nt system, maintenance
m
nt system an
nd road
managemen
functionaal classificatio
on system haave also been
n developed. Some imporrtant manualls, such as th
he Road
Design Sp
pecification (currently beeing updated)) and the Roaad Project Approval
A
man
nuals have alsso been
developedd under the RSDP.
R
Notte: Payment forr 2009/2010 appe

pears lower when
n compared to the
t previous yeaars this does not
n
incllude the second
d quarter of 20100.
3.3.3 Axle
A
Load
Special attention
a
hass been given
n to the enfforcement off axle load limits by th
he Ethiopian Roads
Authorityy. To assist with
w effectivee enforcemeent the operaation of the weighbridge
w
stations fallss under
the directt supervision
n of ERA. Nine
N
stationaary weighbriddges operatee at strategiccally importaant sites
througho
out the counttry. The weigghbridges opeerate full tim
me, 24 hours a day and 7 days
d a week and are
located in
n such a way that they covver most of the main rouutes. Enforceement is furth
her strengtheened by
employin
ng the use of mobile weigghbridges forr random axlee load contro
ol activities. Three
T
mobilee teams
are dedicaated to this task,
t
operatin
ng in differen
nt areas of th
he country an
nd covering those
t
routes missed
by the staationary weigghbridges.
Data on individual
i
axxles of each heavy
h
vehiclee is recorded,, with each station sendin
ng summary reports
of the reccorded data to ERA heaadquarters. Reports
R
are seent on a monthly basis and
a are collatted and
analyzed at head officce. A summaary of the ann
nual axle loadd informatio
on forms partt of the annuual road
condition
n report. Th
hese reports provide dettailed inform
mation on th
he level of overloading
o
at each
station.
Off-loadiing of excesss loads comm
menced in March
M
2004 at all of the weighbridgee stations. Vehicles,
V
found to be overload
ded, are forcced to offloaad excess caargo and opeerators can be
b penalizedd at the
nearby co
ourts. This has
h brought a significant improvemen
nt in the enfforcement efffort. Howevver, the
level of penalty
p
is so
o small that it does not have a serio
ous effect on persistent offenders. Thus,
T
a
proposal to increase the
t level of penalty is currrently under discussion.
ETHIOPIAN
NROADSAUTHO
ORITY
23

Maintenaance of weigghbridges, ren

novation of the stations to improvee the workin
ng conditionss at the
stations, regular mon
nitoring and intensive usee of the mo
obile weigh scales
s
are som
me of the acctivities
currently being underrtaken by ER
RA.
Table 17 summarizes the total ch
hecked axles at
a all of the stationary weighbridges. With the exception
of 2006/07, the numb
ber of checkked front andd rear axles has
h increased from year to
o year. The number
n
of illegal axles has deccreased from
m 38% (in 20003/04) to 144% (in 2009//10) as the en
nforcement effort
e
is
strengtheened and furtther improveement on the situation is expected.
e
Table 17: Total Checked Front and Rear Axles
A
(2002/003 2009/100)
Axles
Totall Checked
Illegal
Year
Front
F
R
Rear
To
otal
Illlegal
%
2002/20003
86,122
2
216,279
3
302,401
113,708
38
2003/20004
88,427
2
228,528
3
316,955
109,987
35
2004/20005
105,476 309,422
3
4
414,898
149,145
36
2005/20006
113,876 320,997
3
4
434,873
157,688
36
2006/20007
99,477
3
317,303
4
416,780
136,944
33
2007/20008
115,565 378,107
3
4
493,672
159,598
32
2008/20009
141,359 459,950
4
6
601,309
179,181
30
2009/20110
148,046
1
4
485,947
6
633,993
89,940
14
As road transport
t
is the main modde of transpo
ort, there hass been a conttinuous increease in the veehicular
populatio
on. Data from
m the Federaal Transport Authority sh
hows that thee motor vehiicle fleet on average
has grown
n by about 7%
7 per year from
f
the yearr 2004 to 20008.
R
Safetty
3.3.4 Road
The roadd safety situattion in Ethio
opia remains serious with
h around 2,0000 road traffiic fatalities per
p year.
Some pro
ogress has been made in
n the period of the RSDP
P, with the fatality
f
rate being
b
reduceed from
136 per 10,000 vehiicles in 20022/3 to 70-880 in recent years. Whillst the decrease in fatalities is
encouragging the fatal accident ratee remains am
mongst the higghest in the world.
w
In recogn
nition of thee seriousnesss of the situuation, Goveernment requuested the W
World Bank and its
Global Road
R
Safety Facility (WB
BGRSF) to carry out a review of the Road Safety
S
Manaagement
ETHIOPIAN
NROADSAUTHO
ORITY
24
Capacity in Ethiopia. The review commenced in December 2009 with an assessment conducted of the
road safety management capacity to international standards and in accordance with the WBGRSF
guidelines. An important element of the study was to reach consensus with the Government and
senior officials on a multi-sectoral investment strategy for improving road safety management capacity
in the country, including short-term measures to overcome capacity limitations. The study recognized
that progress in Ethiopia had undoubtedly been made on road safety management over the last decade
or so.
The review was completed in mid-2010 and recognized the following successes:
9 Formation of the interim National Road Safety Committee (NRSC) in 2002, assisted by the
interim National Road Safety Coordination Office (NRSCO). The NRSC, has not yet has
been officially pro-claimed, but will be a permanent federal body that will replace the
interim NRSC.
9 Formation of Road Safety Committees in all regional states and in some states Road Safety
Committees formed at Wereda and Kebele level.
9 Inclusion of a national road safety plan and strategy for road safety in the National
Transport Master Plan
9 Transport Proclamation of August 2005 leading to harmonization and coordination of the
roles and responsibilities of the federal and regional transport authorities.
9 Preparation of Short and Medium Term National Road Safety Programs for Ethiopia
(SMTP) from September 2009 and approved by NRSC. These set out road safety
intervention strategies.
9 Enactment of the third party vehicle insurance laws in 2008 and establishment of the
Insurance Fund Office in 2009
9 Role of the Road Fund The Road Fund can allocate up to 3% of its budget to road safety
initiatives. Application for funding is approved by NRSCO. The Road Fund has financed
different road safety initiatives such as:
Initiation of improved driver education and examination
Introduction of a system for better accident data collection and preparation of a road
accident database
Campaigns targeting road safety awareness and unsafe road user behaviour
Provision of radar equipment for speed limit enforcement
9 Update of the federal traffic legislation and enactment of some traffic regulations. Others
are pending such as legislation on impaired driving (alcohol or other drugs). Regional states
are progressive with Oromiya, Tigray and Addis Ababa City already requiring mandatory use
of seat belts and prohibition of driver use of cell phones.
9 Ethiopian Roads Authority and Addis Ababa City Roads Authority have established road
safety units.
Road safety education of the rural communities living along the main highways, control of freight
vehicles from unsafe transportation of passengers and a number of other actions have added to
improve the situation, including:
9 Driver training and testing procedures have been strengthened and standardized nationally.
9 Improved professional drivers training including defensive driving and the establishment of
safety units in transport associations
9 Outsourcing of vehicle inspection procedures - 90% of annual inspections being
outsourced.
25
9 Improved road safety education for schools - road safety is incorporated in the basic and
extra-curricular education syllabus of school for grades 1 to 8.
9 Mass media participation in road safety publicity and implementation of community
awareness creation programs.
9 Deployment of health extension workers at community level with first aid training for crash
victims.
9 ERA have commenced black spot and hazardous location studies.
Experience so far shows that the most serious constraint on improving the road safety situation
further will be the shortage of skilled manpower that needs to be deployed to implement road safety
activities in the various concerned sectors. It is clear that a program for a sustained manpower capacity
development is needed in order to accelerate improvement.
3.4 Environmental and Social Issues
An Environmental and social team was established within the ERA management structure in order to
mainstream environmental and social issues in road infrastructure planning and implementation. Key
activities undertaken as new initiatives in the course of the RSDP include the following:
3.4.1 HIV/AIDS Prevention and Control at Workplaces
Studies have shown that the transport sector work forces are vulnerable to the risks of HIV/AIDS
transmission. Employees are mobile and often work away from their home, exposing themselves to
HIV/AIDS. ERA has taken positive action to mitigate risks and educate its employees and service
providers. ERA has been intensifying its roadwork efforts to prevent and control HIV/AIDS at all
workplaces. ERA now includes in its contracts, as a separate cost schedule, education and control
programs on HIV/AIDS. In collaboration with World Learning Ethiopia, ERA is implementing a
program on HIV Prevention at selected Construction Sites. The program aims to reduce HIV
transmission amongst high-risk populations and to enhance the preventative role of major public
corporations such as the Ethiopian Roads Authority. The program supports and institutionalizes HIV
prevention and services at potential hotspots. Operating in five regions, the program reaches 5,290
construction workers, 102,200 community members and 860 commercial sex workers in and around
the ERA road project sites.
The implementations of the prevention activities is regularly monitored by independent personnel.
3.4.2 Specialized Training on Environmental Management
The training of trainers program on Labour Based Surveying and Construction, which is undertaken
at Chancho labour-based training centre, incorporates a dedicated module on good environmental
management practice. The module provides a general understanding of environmental management
practice and aims to provide the trainees with some of the basic skills required to ensure effective
environmental management for road construction and maintenance activities. The module covers
elements of prevention of soil erosion, sediment control, bio-engineering and vegetation practice for
soil and slope stabilization.
In collaboration with the Sustainable Land Use Forum, (SLUF), ERA, through its Environmental
Unit, conducted a training event on the use of vetiver grass for roadside slope stabilization and erosion
protection/control at the Alemgena Training centre in May 2010. Due to its deep rooting and
adaptability to a range of diverse agro-ecological zones, vetiver grass can be used to stabilize areas
26
where soils and slopes are prone to erosion problems. The course was led by international experts
from South Africa and Kenya and was attended by staff from all divisions within ERA.
3.4.3 Strengthening Environmental
Implementation
Consideration
During
the
Projects
To ensure that environmental recommendations are fully being implemented by contractors,

sociologists, development specialists and environmentalists are now assigned as permanent staff in
construction supervision teams.
3.4.4 Further Consideration of the Environment
ERA has intensified its effort to mainstream socio-environmental issues into its road planning
procedures and implementation activities.
i)
Preparation of Watershed Management Plans
Increased siltation affects the normal pattern of water disbursement and flow. This affects access to
watercourses by rural farming communities and also increasingly affects road drainage and planned
water-courses. In addition to negative environmental, ecosystem and socio-economic impacts,
damage to the road infrastructure impedes normal traffic flow. ERA has initiated a pilot study to
prepare integrated watershed management plans for the Waja and Adi-Belay Tedla river bridges. The
study is collecting baseline data and information and will provide recommendations for interventions
that better control watershed siltation. Using an integrated and participatory approach the study also
aims to develop a coherent strategy to tackle flood problems and provide improved catchment
management.
ii)
Emergency Access to Health Services
The Ethiopian Roads Authority obtained a JSDF grant, through the International Development
Association (IDA) to carry out a study on Emergency Access to Health Services (EAHS). The study
aims to facilitate access to health services, by reducing transport and communication constraints.
ERA, together with Addis Ababa Fistula Hospital, is implementing the project in four Wereda (Two
Wereda in Amhara and Two Wereda in Southern Nations Nationalities and Peoples Regional
(SNNPR) States).
The aim of study is to better understand the contribution and role of transport in the delivery of rural
health services. The baseline survey study and implementation plan has been completed. ERA is
currently procuring a consultant for the downstream activities.
27
IV.
IMPROVING RURAL ACCESSIBILITY
4.1 Rural Roads Development

The main objectives of the Regional Road Authorities, under the respective Regional Governments,
are to :
9 Preserve the existing network; under their respective region;
9 Provide access to agricultural potential, food deficit and neglected areas;
9 Promote of the use of labour-based technologies and community participation in regional
and local programs;
9 Provide community based integrated village travel and transport services;
In line with the aims and objectives set out in the RSDP, the Rural Roads Authorities have made a
substantial impact on the overall network expansion and improvement of the local rural road network.
Despite facing a whole range of multi-dimensional problems, including in adequate access to
machinery and skilled manpower, Table 18 shows the increasing role that the RRAs have taken in
expanding and enhancing the network during the RSDP. Table 19 shows the distribution of classified
regional roads.
Table 18: Road Network Development during RSDP
Regional
Federal
Total
Contribution of
Year Network (km) Network (km) Network (km)
Regional
Network (%)
1997
9100
15870
24970
36
1998
10157
16000
26157
39
1999
12600
16062
28662
44
2000
15480
16074
31554
49
2001
16480
16391
32871
50
2002
16680
16617
33297
50
2003
17154
16702
33856
51
2004
17956
18540
36496
49
2005
18406
18612
37018
50
2006
20164
19313
39477
51
2007
22349
20080
42429
53
2008
23930
20429
44359
54
2009
25640
21172
46812
55
2010
26944
21849
48793
55
28
Table 19: Regional Distribution of Classified Regional/Rural Roads

Unreported in 2009
Total Regional
Existing by 2009
Region
and/or Constructed in Road Network
(Km)
2010 (Km)
(km)
1,404
69
1,473
Tigray
1,053
48
1,101
Afar
2,996
687
3,683
Amhara
8,123
231
8,354
Oromiya
2,097
40
2,137
Somali
7,343
139
7,482
SNNP
1,590
0
1,590
Benishangul-Gumz
846
0
846
Gambella
188
90
278
Dire Dawa
25,640
1,304
26,944
Total
The network contribution of the Regional Rural Roads Authorities to the countrys classified road
network has increased from 36% at the commencement of the RSDP to 55% by the end of the RSDP
III. The capital expenditure by the regions on construction and maintenance is provided in Table 20.
Table 20: Capital Expenditure of the RRAs, 1998 to 2010 (In million ETB)
Regional
Roads
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Construction
294.4
275.8
269.1
330.6
330.1
226.1
348.6
80.0
290.0
229
464.3
445.7
849.3
51.3
60.5
58.2
42.8
70.3
74.4
140.0
148.5
206.7
178.5
242.0
320.4
391.1
388.3
268.9
418.9
154.4
430.0
377.5
671.0
624.2
1091.3
Maintenance
Total
294.4
275.8
4.2 Community Roads Development

One of the major problems facing rural development in Ethiopia has been the lack of rural road
infrastructure and accessibility. The Government is acutely aware of the development bottlenecks
caused by inadequate accessibility and mobility and is taking affirmative action and giving stronger
impetus to rural development and agricultural growth.
The strategy and approach for rural development involves government, private sector and donors
joining together and working with the concerned local communities to build rural infrastructure and
provide basic socio-economic services. This creates an enabling environment, establishes
empowerment and initiates capacity-building at the local level.
29
Table 21: Distribution of Community Roads

Region
Existing by 2009
(Km)
Tigray
Afar
Amhara
Oromiya
Somali
SNNP
Benishangul-Gumz
Gambella
Dire Dawa
Total
6,083
3,193
22,480
32,215
1,351
15,628
3,948
489
380
85,767
Unreported in 2009
Total Community
and Constructed in
Road Stock (km)
2010 (Km)
-469
5,614
795
3,988
0
22,480
11,759
43,974
0
1,351
1,785
17,413
747
4,695
0
489
0
380
14,617
100,384
In spite of the remarkable progress achieved over the period of the RSDP only 30% of Ethiopias area
is served by a modern road transport system. It is also difficult, at least in the short term, to provide a
classified road network for the whole country given its diverse topography, the settlement pattern of
the population and the resources required. Lower classes roads that could be constructed by the active
participation of the community are an appropriate approach to reach the rural population in the short
and medium term.
As described above, the classified rural road stock is 26,944 km of well engineered roads that are
administered by the regional road authorities. Over 100,384 km of community rural roads are
administered by Wereda road desks, as shown in Table 22. However, it is worth noting that the design
of these roads, location and condition, ownership and for that matter their existence is not known
exactly. Thus, in order to address these issues and to meaningfully solve access problems, a
comprehensive and clear strategic approach is needed to define intentions in terms of expanding
access roads and to adequately manage existing assets.
4.3 ERTTP Pilot Implementation
To address the problem of rural inaccessibility in the country, the Ethiopian Rural Travel and
Transport Program (ERTTP), a sub-component of the RSDP, was launched in 2001 with support
from DFID, Irish Aid and the World Bank. The major theme of the ERTTP focused on developing
and implementing actions to improve access to social and economic centres. The solutions embodied
in the ERTTP strategy include both transport and non-transport interventions. Transport solutions
include both the improvement of access through the development of road infrastructure and the
improvement of mobility by increasing the availability of affordable means of transport and transport
services.
The emphasis of the ERTTP was on constructing low cost roads, footpaths and trails, and providing
other infrastructure that reduce the burden of travel and transport, such as provision of water wells,
grinding mills, health posts etc. The ERTTP is owned and driven by rural communities. The creation
of institutional structures at the grass roots level was demonstrated to be the best way for promoting
development of this type.
30
The physical component of ERTTP was conducted as a pilot in eight Wereda to gain experiences and
share lessons. Of importance in achieving the targets set out in the ERTTP was the technology choice
for implementation (predominantly labour-based operations), maintenance arrangements for the
completed roads and capacity building assistance to both the RRAs and Wereda road desks. The
program was also expanded to include preparation of over 130 Wereda Integrated Development Plans
(WIDP) and the construction of a series of trail bridges.
i)
Physical Progress
It was planned to build 768 km engineered community roads in the eight pilot Wereda (one Wereda
from each region). Accomplishment as of June 2010 was 785 km (102% against the plan). The
progress in physical and financial implementation of the transport component to the end of June 2010
is summarised in Table 22. Table 23 summarises the progress in the concurrent non-transport projects
under the pilot program.
Table 22: Physical Accomplishment by Region
(Cumulative up to June 2010)
No
1
2
3
4
5
6
7
8
Road length in km
Plan
Acc.
Amhara
197
191
Afar
90
68
Tigray
47
49
Oromiya
115
153
SNNP
88
106
Benishangul Gumuz
152
158
Gambella
34
29
Somali
47
31
770
785
Total
Region
%age
97
76
103
133
120
104
85
65
102
Table 23: Performance of Non-Transport Projects (Cumulative up to June 2010)

Region
Tigray
Afar
Amhara
Total
Activity
Unit
Two health post (Hichen &Golgalneale)

Hykmeshal school 4 class rooms
Derea school 4 class rooms
Derea school 4 class rooms
Hand Dug well-with hand pump
Health Post construction
School construction (Primary)
Irrigation Canal Construction
Health post
Hand dug well
Spring development
School construction
no.
no.
no.
no.
no.
no.
no.
km
no
no
no
no
Plan
2
1
1
1
1
5
1
4
2
11
4
2
no
no
Nursery sites
Community Training in Energy Saving Stove
Production /No. of trainees/
Accomp.
2
1
1
1
1
5
1
4
2
8
3
2
Accom. %
100
100
100
100
100
100
100
100
100
73
75
100
13
260
144
144
100
31
Region
Oromiya
Activity
BenishangulGumuz
Somali
Gambella
Total
Plan
Accomp.
Accom. %
Amarti Gibe Veterinary clinic
no
100
Bachara Odagibe health post
no
100
Cheka Dimtu Health post
no
100
Adulan Health post
no
100
Gudina Walkite Health post
no
100
Gudina Alo Health post

Dambi Dima Primary school
no
no
1
1
1
1
Gabaule Health post

Bakajo Ale Health post
no
no
Kurtu Chancho Health post
no
1
1
1
1
1
1
100
100
100
Hand dug water well

Seedling production
Stone band terraces & Check dams
Supply of Medical Equipment
Store Construction
1st cycle school construction
no
no
km
%
%
no
no
100
50,000
18
100
100
6
3
136,176
39
100
100
6
3
272
217
100
100
100
100
no
no
no
no
no
ha
no
no
no
10.8
1
2
60
5
12.5
3
1
1
7.5
1
2
100
5
12.5
3
1
1
69
100
100
167
100
100
100
100
100
%
no.
%
%
no.
no.
100
100
100
100
100
100
100
100
100
100
80
100
100
100
100
100
80
100
no.
no.
no.
no.
no.
no.
no.
no.
no.
1
3
1
1
2
5
100
100
100
1
3
1
1
2
4.9
80
70
70
100
100
100
100
100
98
80
70
70
Health post equipment and furniture
SNNP
Unit
Natural resource and forestry development

Store construction
Veterinary clinic construction
Fuel conserving
Treadle pump
Soil Water Conservation
Farmers Training Centre With Equipment
Cooperatives office construction
Purchasing of aggregate crusher
Huresitu & Bildigu school construction & furniture
purchase
Bedesa FTC
Tuli Animal Health post
Hursitu Health post
Procurement of Bee haves
Daleti FTC
Encouraging and increasing Females Income
(purchase of grinding Mill)
Hand Dug Wells
Earth Dam
Dry Latrine
Construction of Health Post
Construction of Primary School
Hand Dug Wells
Veterinary Clinic
Cattle Crush
100
100
32
ii) Trail Bridge Implementation

Most of the rural population live away from motorable roads, travelling by foot on narrow trails. This
often involves travelling alone and making risky crossings of rivers. Poor road transport links and a
lack of access to dependable river-crossing points can deter communities from accessing socioeconomic service centres. The Ethiopian Roads Authority and Helvetas Ethiopia signed a cooperation
agreement in 2008 that saw introduction of an innovative trail bridge technology suitable for
pedestrian and animal traffic. Steel truss, suspended and suspension type trail bridges are available,
their selection depends on the local topography, river type and locals demography. Building local
capacity to design, construct and maintain the trail bridges is central to the cooperation. The program
involves on-the-job-training, multi-stakeholder engagement and trail bridge technology transfer
through collaboration between Nepal and Ethiopia.
With support from Helvetas, DFID-Ethiopia and community contributions, nine trail bridges have
been constructed in three of the pilot Wereda (Estie in Amhara, Atsbi-Wonberta in Tigray, Yem in
SNNP) at a cost of USD 727,575.00. The trail bridges in Amhara have a span of 70, 73 and 69 meters,
in Tigray the spans are 85, 72 and 70 meters and in SNNP the spans are 97, 32 and 24 meters. A
further four trail bridges, at a cost of USD 501,420 are under construction in Jikawo Wereda in
Gambella region.
Details of the physical and financial accomplishment of the trail bridge implementation program is
given in Table 24. Figure 1 shows some examples of the recently constructed trail bridges
Table 24: Physical and Financial Accomplishment for Trail Bridge Implementation
No. of Trail
Total Project Cost (USD)
Bridges
Region
Planned Constructed
Financed by
Financed by
IrishAid & DfiD
Helvetas
Tigray
3
3
155,979.00
122,555.00
Amhara
3
3
131,497.00
103,321.00
SNNP
3
3
119,965.00
94,258.00
Total
9
9
407,441.00
320,134.00
Gambella
4
under
385,541.84
115,878.16
construction
* Request sent to MoFED and transfers underway
33
Figure 1: Trail Bridges Constructed at Yem and Atsbi Wonberta Wereda

Yem Wereda (SNNP)
Atsbi Wonberta Wereda (Tigray)
iii) Wereda Study

With financial support from the World Bank, ADB, NDF and the Ethiopian Government, around
137 Wereda Integrated Development studies have been carried out, in addition to the previous eight
similar studies for the pilot Wereda, in order to expand implementation of the program in many more
Wereda.
Studies were carried out by local and international consultants. Wereda Integrated Development Plans
(WIDP) were distributed to stakeholders at federal, regional and Wereda level (ERA, CPCBC, RRAs,
RPCBCs and Wereda Authorities). The number of Wereda Integrated Development Studies carried
out under ERTTP by Region is given in Table 25 with the current status.
Table 25: Status of Ongoing Wereda Integrated Development Study by Region
No. of Wereda
Submitted Reports
Data Collection and
No. Region
WIDP
Before
After
Analysis Report
Split
Split
Draft
Final
Draft Final
6
6
6
6
6
6
1
Afar
22
23
23
23
23
23
2
Amhara
8
8
8
8
8
8
3
Tigray
25
35
35
27
26
26
4
Oromiya
30
38
38
38
38
38
5
SNNP
6
6
6
6
6
6
6
Benishangul Gumuz
5
7
7
7
7
7
7
Gambela
13
13
13
13
13
13
8
Somali
1
1
1
1
1
1
9
Dire Dawa
116
137
137
129
128
128
Total
34
The Wereda were selected by regions and on the basis of maximizing representation of land area and
population. For planning purposes, the WIDP coverage achieved is deemed reasonable to make
projections for the whole country. The plans provide the appropriate information in an integrated
framework guide and establish prioritization of interventions, maintenance needs and sustainability
arrangements. This information, supplemented with GIS data and other planning information was
used to develop the Universal Rural Road Access sub-Program (URRAP) that aims to aggressively
solve accessibility problem of the country.
35
V.
ROAD RESEARCH AND BEST PRACTICE INITIATIVES
5.1 Introduction
The majority of planning, design, construction, management and maintenance approaches used in the
road sector in Ethiopia are based on practices and procedures developed in other countries and under
conditions that are often dissimilar to those met in Ethiopia. Direct application of these international
practices can lead to higher than necessary construction and maintenance costs and a sub-optimal road
performance.
Challenges to the direct application of these methods are presented by the complexities of Ethiopias
high altitude terrain, its steep gradients and variety of geological and geomorphological conditions.
The diversity and unpredictability of the local climate adds to the challenge along with ground
instability problems that lead to frequent landslides in many areas of the country. Materials meeting
current specifications for construction and maintenance of roads are becoming increasingly scarce
leading to longer haulage and higher construction and maintenance costs; the provision of adequate
and affordable road safety remains a serious challenge and the vagaries and impact of climate change
on the sector remains little understood.
Provision of a road network that is cost effective, efficient, safe and minimizes any negative effects on
the local environment requires an understanding of the influence of these local conditions, developed
through collection of local data and proper analysis.
Road network optimization can only be achieved through undertaking specialized and locally focused
research and testing programs that are designed to bring innovation and appropriate standards into
practice and fine tune methods and approaches used for planning, design, construction and
maintenance of roads.
With the assistance of its development partners ERA has been expanding its research effort under the
RSDP.
5.2 Institutional Arrangements
5.2.1 New ERA Research Directorate
The Ethiopian Roads Authoritys Research and Development Policy Statement and Procedures and
the ERA Strategic Plan, set out a clear vision for the development of the countrys road research
capacity. The recent restructuring of ERA has seen creation of a new Research and Development
Directorate, supported by highway engineering, central laboratory and support services teams.
The Research Directorate is now responsible for the development, planning, implementation and
dissemination of all of ERAs research activities, including the planned establishment of the Road
Research Centre (see below).
The new Research and Development Directorate will act as a platform for the coordination of all
research projects carried out under the auspices of the Ethiopian Roads Authority.
36
5.2.2 Road Research Centre

In response to the growing research needs of the sector and to build the required research capacity
across the industry, ERA, with assistance from the World Bank, is establishing a new and dedicated
Road Research Centre. The procurement of services to assist with the preparation of the research
centre are well underway. It is the intention that the research centre will provide quality research
services to the industry and will act to support the future demands of road design, construction,
maintenance, management and safe road operation. Specifically, the research centre will:
9 Establish, upgrade and maintain norms and standards for road transport engineering in all
aspects of planning, design, construction and maintenance;
9 Conduct research on road technologies and applied technologies that promote delivery of
the RSDP;
9 Operate a data collection and information service that disseminates data, knowledge and
developments to the industry at large
9 Assist organizations in Ethiopia with aspects of technology development, technology
transfer and application to support the future road design, construction, maintenance and
management capability.
5.2.3 Research Steering Committee
With an expanding program of research activities supporting the sector, ERA has established a
Research Steering Committee. This committee provides technical and logistical oversight on all
planned and ongoing research programs that are carried out under the auspices of the Ethiopian
Roads Authority and furthermore provides an important platform for sharing experiences with others.
The core membership of the steering committee comprises representatives from the following
institutions and organizations:
9 Ethiopian Roads Authority
9 All Regional and Rural Roads Authorities
9 Addis Ababa City Roads Authority
9 Road Fund
9 Addis Ababa University, Civil Engineering Department
9 Contractors Association
9 Consultants Association
9 Training Establishments
Specifically, core members of the steering committee act in partnership to:
9 Provide comment for approval of planned research activities and to provide guidance on
identifying needs, scope and approaches
9 Ensure the full cooperation of collaborating agencies engaged on the research projects
9 Provide access to any previous research, data or information related to the research
programs
9 Monitor progress of on-going research activities in terms of major activities; milestones and
deliverables
9 Provide timely technical and other comments on draft outputs, documents, inception and
progress reports submitted by the projects including strategic decisions on the language,
style, format and content
37
9 Endorse final outputs from the research projects and programs and agree any next steps
9 Keep the local industry aware of the research activities and promote a wide dissemination of
project results
9 Promote collaborative working arrangements with like-minded organizations in the Africa
Region and elsewhere
Since its establishment in August 2009, the committee has taken the opportunity to meet in Addis
Ababa, Dire Dawa, Hawassa, Bar Hadar and Mekele. Two research newsletters have also been
produced summarizing the work overseen by the committee.
5.3 Research Activities
5.3.1 Application of Design Technologies for Rural Road Access in Ethiopia
ERA has been undertaking construction and monitoring of a number of research and demonstration
sections on unpaved roads in support of provision of all-weather road connection to rural areas.
Roads were constructed near to the Chancho Training Centre to evaluate the effectiveness of using
different compaction regimes that would typically be used for labour-based road construction and
maintenance. The research also investigates the possibilities of better utilizing available materials for
unpaved roads.
Various trial sections were constructed, with labour utilized in all aspects of the construction process,
including bush clearing, excavation of ditches, forming up the subgrade and placement and
compaction of gravel wearing course. A range of compaction methods were also tested ranging from
simple traffic compaction to light 4-5tonne self-propelled rollers.
The objective of this research was to attain information on productivity and construction costs and to
improve labour based working procedures.
In providing technical support to the regional authorities and Wereda, ERA identified additional areas
where verification and proving work was needed. A number of research activities were initiated that
verify methods of construction and equipment to be used for low volume road construction and
maintenance. These research areas include:
9 Use of locally available marginal gravel wearing course materials as pavement surfacings and
demonstration of all-weather earth road pavements.
9 Determination of the maximum aggregate size in relation to the selected compaction
technology.
9 Improving passability of roads on expansive soils.
9 Evaluating the performance and cost effectiveness of different pavement options on hilly
sections.
The results of this research will be disseminated to and applied on URRAP and other low volume road
works.
38
5.3.2 African Community Access Program

The Africa Community Access Program (AFCAP) is a research program funded by the UK
Governments Department for International Development (DFID), which is promoting safe and
sustainable rural access in Africa. AFCAP supports knowledge sharing between participating
countries in order to enhance the uptake of low cost, proven solutions for rural access that maximize
the use of local resources.
ERA acts in the capacity of program coordinator for all AFCAP activities in Ethiopia and ERA is now
managing a sizable portfolio of research activities under the AFCAP umbrella. This research
complements the objectives of the RSDP and is responsive, in that it addresses current and urgent
problems facing the sector.
The current portfolio of AFCAP activities include:
Preparation of Manuals, Specifications and Standard Bidding Documents for Low Volume
Roads in Ethiopia The project has an immediate objective of preparing a design manual for roads
carrying less than 300 vehicles per day in Ethiopia along with accompanying specifications and an
appropriate group of standard bidding documents. The purpose of the project is to promote rational,
appropriate and affordable implementation of projects providing low volume roads that makes
appropriate use of local resources, and cost-effective and sustainable. The new documentation will be
available at the end of 2010.
Development of Pavement Design Standards & Specifications For Low Volume Roads in
Ethiopia - The objective of this project is to demonstrate to the federal and regional governments,
the private sector and academic institutions, application of the revised pavement design and surfacing
standards set out in the new manual for low volume roads. The project involves the construction and
monitoring of demonstration sections throughout the county, using approaches captured within the
new low volume road design manual.
A Review of Surface Treatment Practice in Ethiopia - In recent years the skills and ability to
construct bituminous surface treatments seems to have been lost. This project, set out to investigate
the causes of premature failures of surface treatment works in Ethiopia. The project concluded that
bituminous surface treatment is an appropriate and cost effective technology for sealing roads in
Ethiopia, but several issues require attention including:
i.
Standard of workmanship
ii.
The general specification is not enforced or understood, and is often weakened by
inappropriate project specifications
iii.
Appropriate treatments are not always selected
iv.
Inadequate general understanding of seal design.
Remedies were identified for improvement to promote surface treatments as a suitable, affordable and
sustainable surfacing technology for the country.
Training for Improved Performance of Surface Treatments in Ethiopia - The recommendations
of the review of surface treatment practice received high-level endorsement by the Government of
Ethiopia and as a result ERA wished to implement a skills enhancement training program for local
surface treatment practitioners. AFCAP is supporting a follow-on program that sets out to provide
classroom and on site training to sector professionals and will develop a best practice surface
treatment manual for the sector.
39
Transport in Ethiopia - AFCAP is supporting ERA to establish a Knowledge and Information

Centre to facilitate the uptake of national, regional and international best practices and new
technologies. The centre, initially be based within ERA, will act as a hub to collect and filter relevant
information and to encourage wider access to this information by any stakeholder working in the
sector including regional authorities, training and education establishments, private sector and the
wider research community. An important part of the preliminary work is building linkages and
partnerships with like-minded institutions locally, regionally and internationally. The short-term
objective is to establish the centre with an initial focus on the road sector but with a longer term vision
to expand and mainstream activities across the whole transport sector in Ethiopia.
5.3.3 Other On-going Research Activities
Monitoring of Contractors/Consultants Performance- and Establishment of Project Costs
and Unit Rates Estimation & Monitoring System: The Ethiopian Roads Authority signed a
contract with WSP International management Consulting (WSPimc) in August 2009 to provide
services to develop a Project Costs and Unit Rate Estimation and Monitoring System. The objective of
this assignment is to provide ERA with the tools to monitor the performance of contractors and
consultants and to develop a construction cost monitoring and unit rates estimation system. Such
systems will allow ERA to maintain, in-house, any necessary and independently measured and
surveyed cost data, as a basis for evaluation of consultant engineers cost estimates, individual unit
rates and, ultimately, bid prices. Such systems will also provide important information for estimation
of life-cycle costs.
Improving the Performance of Wearing Course and Low-Cost Surfacing in Ethiopia: The
Ethiopian Roads Authority, in collaboration with the Southern Regional Roads Authority, signed a
MoU with UKs TRL, to undertake a program of research on low volume roads. The main objective
of the project is to reduce the maintenance and life-cycle costs of roads in the Southern Region. A
series of trials were constructed on the Morocho-Leku road to assess the performance of a number of
potential improvement techniques for unpaved roads, including screening, blending and chemical
stabilization. A series of trial sections have also been constructed that utilize thin bituminous surfacing
techniques, such as, cold mix asphalt, single and double surface treatments, using labour and machine.
The trial sections are currently undergoing regular detailed performance monitoring, prior to a detailed
technical and economic analysis.
5.4 Future Research
ERA has prepared a series of project proposals for the following research activities:
Comparative Performance of Rigid Concrete and Asphaltic Concrete Pavements: The
Ethiopian Roads Authority is preparing a new program to compare the performance of rigid concrete
and asphaltic concrete pavements. Comparative trial sections will be constructed on one of the
countrys main trunk roads. Sections will be constructed in areas traditionally considered as severe
sites, such as areas of high gradient, high curvature and slow moving, heavy traffic. Performance
monitoring and cost data will be collected and maintenance/overlay methods will be assessed with a
view to developing a full life cycle cost analysis. Sections will also include utilisation of stabilised subbases.
National Slope Management and Protection System: The main objective of the project is to
enable road authorities, facing costly slope stability problems, to effectively estimate the probability of
40
slope instability occurrence, its likely severity and to provide prompt and appropriate mitigation or
response measures that take into consideration economy, safety and environmental measures.
National Construction Material Database: The main objective of this program is to improve
methods of resource location and management using a data base integrated with a GIS system. Such
systems would produce construction material resource and environmental management maps.
Remote Sensing Data for Road Planning, Preliminary Engineering and Environmental
Assessment: The objective of this project is to enable ERA to plan routes judiciously and taking into
consideration all economical and environmental criteria. At present, a considerable area of the country
is not covered by aerial photographs and there is little availability of topographic maps to a scale than
can be usefully employed for detailed engineering design. As a result, optimal route location is missed,
often with severe environmental and financial implications.
41
VI.
IMPACT OF RSDP
As a result of road sector investment under the RSDP, the total road network of the country and its
condition has improved. The impact of the RSDP on accessibility, quality and mobility is discussed
below.
6.1 Impact on Accessibility
6.1.1 Network Expansion
Since its inception in 1997, the RSDP has focused on rehabilitation and expansion of the main paved
and unpaved roads and important regional roads. The total road network has expanded from about
26,550 km at the beginning of the RSDP to its current 48,793 km, increasing the road density from
24.1 to 44.4 km per 1000 sq. km and 0.46 to 0.58 km per 1000 population. The growth of the
Classified Road Network over the RSDP period is summarized in Table 26.
Table 26: Growth of the Classified Road Network and Change in Road Density (1997 2010)
Year
Asphalt
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
3,708
3,760
3,812
3,824
3,924
4,053
4,362
4,635
4,972
5,002
5,452
6,066
6,938
7,476
Road network in km
Gravel
Rural
12,162
12,240
12,250
12,250
12,467
12,564
12,340
13,905
13,640
14,311
14,628
14,363
14,234
14,373
10,680
11,737
12,600
15,480
16,480
16,680
17,154
17,956
18,406
20,164
22,349
23,930
25,640
26,944
Total
26,550
27,737
28,662
31,554
32,871
33,297
33,856
36,496
37,018
39,477
42,429
44,359
46,812
48,793
Growth
Rate (%)
4.5
3.3
10.1
4.2
1.3
1.7
7.8
1.4
6.6
7.5
4.5
5.5
4.2
Road Density Road density

/1000 popn.
/1000sq. km
0.46
0.46
0.47
0.50
0.50
0.49
0.49
0.51
0.51
0.53
0.55
0.56
0.57
0.58
24.14
25.22
26.06
28.69
29.88
30.27
30.78
33.18
33.60
35.89
38.60
40.30
42.60
44.39
6.1.2 Indicators of Accessibility

Accessibility, measured in terms of average distance from the road network and proportion of area
farther than 5 km from an all weather road, shows that substantial progress has been made in
expanding the road network. Specifically, due to the construction of new roads, the average distance
from a road has been reduced from 21km in 1997 to 11.3 km in 2010. The proportion of area farther
than 5 km from an all weather road, which was 79% in 1997, has been reduced to 64.3% in 2010.
6.2 Impact on Quality
Improving the condition of the road network remains a challenge. In the first year of the RSDP 52%
of the road network was in poor condition and only 22% was in good condition. The rehabilitation,
upgrading and maintenance intervention effort under the RSDP improved the proportion of the road
network in good condition to 56 percent, with only 21% remaining in a poor condition. The
42
proportion of roads in good condition overtook the proportion of roads in poor condition from 2004
onwards. Roads in fair and poor condition are consistently declining. The trend in the condition of the
classified road network from 1997 to 2010 is presented in Table 27.
Table 27: Road Condition Improvement (in %)
Year
Good
Fair
Poor
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
22
23
25
28
28
30
32
37
39
47
49
53
54
56
26
26
30
32
29
30
30
28
26
22
22
20
24
23
52
51
45
41
43
40
38
35
35
31
29
27
22
21
6.3 Impact on Mobility

Classified traffic counts have been undertaken on most of the road network since the 1950s. An
assessment of traffic on the main roads reveals a rapid and continuous increase in the volume of
motorized traffic. The rate of traffic growth is about 10% per annum on average. Table 28 illustrates
the traffic trend (VKM) on all roads under the counting stations of ERA.
Table 28: Traffic Trend over the Period of the RSDP
VKM
Year
1997
3,771,565
1998
4,121,402
9
1999
4,499,496
6
2000
4,505,138
0.1
2001
4,711,689
5
2002
5,007,451
6
2003
5,604,395
12
2004
6,092,633
9
2005
6,769,424
11
2006
7,715,397
14
2007
9,324,985
21
2008
9,639,445
3
2009
11,752,452
22
Average %
10
43
6.4 Impact on Vehicle Operating Cost

Impact of RSDP on Vehicle Operating Costs (VOC) is assessed using two scenarios - with RSDP
and without RSDP. The following assumptions are made to estimate the impact of RSDP on
transportation costs:
9 The with RSDP analysis uses the current condition of the road network. The without RSDP
analysis uses the condition of the road network in 1997 and assumes no improvement through out
the past thirteen years;
9 Both scenarios use the length of the Federal road network in 1997;
9 Both scenarios use the current vehicle operating cost per kilometer per vehicle;
9 The condition of the road network (roughness) is considered major determinant of vehicle
operating cost per kilometer per vehicle,
9 Vehicle operating cost per vehicle is calculated as a weighted average of each vehicle type
considering current vehicle kilometer of travel as a weight.
9 A vehicle is assumed to travel on the entire length of the road network a year.
The total vehicle operating cost and savings calculated for the with RSDP and without RSDP
scenarios is presented in Table 29 showing that with the RSDP the VOC savings are around 12% and
9% on the paved and gravel road networks respectively.
Table 29: Vehicle Operating Cost Savings with RSDP
Weighted VOC
Condition
%age in km (Birr/Km/veh)*
Good
17
630
10.57
Fair
39
1446
11.77
Paved
Poor
44
1632
14.06
Sub - Total
100
3708
With out RSDP
Good
25
3041
14.14
Fair
17
2068
16.09
Gravel
Poor
58
7054
18.84
Sub - Total
100 12162
Good
73
2707
10.57
Fair
15
556
11.77
Paved
Poor
12
445
14.06
Sub - Total
100
3708
With RSDP
Good
53
6446
14.14
Fair
20
2432
16.09
Gravel
Poor
27
3284
18.84
Sub - Total
100 12162
* Source: RSDP Performance and Millennium Development Goal
Scenario
Surface
Type
Total VOC,
BIRR
6,664.17
17,023.72
22,940.80
46,628.69
43,004.83
33,266.72
132,910.71
209,182.26
28,616.71
6,547.59
6,256.58
41,420.88
91,170.24
39,137.32
61,872.23
192,179.79
Saving,
BIRR
5,207.81
17,002.48
44
6.5 Impact on Poverty

A baseline study for a road corridor community development plan and poverty impact of transport
operations was carried out by ERA in 2005 for selected road corridors, namely: Alemgena-ButajiraSodo (308 km), Dera-Mechara (240 km), Woreta-Woldiya (300 km), and Assosa-Guba (240 km). With
support from the World Bank a follow up Transport and Poverty Observatory (TPO) study was
undertaken to provide a continuous observation of the poverty alleviation impact of public investment
on roads. The TPO measures the impacts of road project investments at a local community and
household level using annual time-series data and information.
The principal objectives of the TPO are to:
Evaluate the social and, economic impact of road transport investments
Identify the relationship between transport investment and poverty alleviation
Prepare road corridor development plans for local communities
Examine transport service characteristics
Evaluate public policies and modal investments to improve the travel environment, social and
economic well being.
Survey and monitoring indicators reports are generated and comprise reporting of a total of 35
monitoring indicators (10 direct indicators and 25 indirect indicators). In addition to the 2005 baseline
information, two series of monitoring have been completed for years 2008 and 2009.
Some of the findings of the assessment to date are as follows:
9 Household income has increased by more than 45 % as compared to the baseline.
9 Expenditure (income) inequality was observed between male-headed and female-headed
households in all of the regions.
9 The percentage of poor female-headed households is larger and the intensity of poverty in
female-headed households is more than in male-headed households. Rural poverty
incidence is 23% higher than urban poverty.
9 The average size of total land owned, per household, has declined from the baseline.
9 Women cover an average distance of 2.11 km every day, spending on the trips of about
twenty-nine minutes. Compared to the baseline the distances now covered had decreased in
all road corridors.
9 The average distance to educational facilities had decreased.
9 The percentage of malnourished or sick has considerably decreased from the base line
figure.
9 Compared to the baseline, the current survey shows that the percentage of households
whose family members have no proper clothes has diminished considerably.
6.6 Rural Access Index
Isolation is a key characteristic of poverty. Improved road access offers for the rural poor the ability to
reach, visit or use services effectively and also contributes to the countrys economy and development.
Improving rural road access can provide an effective poverty alleviation catalyst by reducing
constraints and providing access to new opportunities.
Improving access to transport for rural men and women is considered essential to promote rural
development, to increase uptake of human development services (educational and health), to facilitate
45
inclusion of different ethnic and other groups, to improve employment opportunities, and to stimulate
growth for poverty reduction.
The Rural Access Index, RAI, measures the number of rural people who live within two kilometers
(typically equivalent to a walk of 20-25 minutes) of an all-season road as a proportion of the total rural
population. An all-season road is a road that is motorable all year round by the prevailing means of
rural transport. Occasional interruptions of short duration during inclement weather (e.g. heavy
rainfall) are accepted, particularly on lightly trafficked roads.
The RAI is one of the indicators of access that is recommended by the World Bank in 2003 and RAI
is accepted by the African Ministers of Transport as a comparative measure of rural access in Africa.
Table 30 shows the current level of accessibility of the rural population to an all weather road as
measured by the RAI and the progress made to improve accessibility through successive RSDP
implementation years. The average RAI for the whole country is currently around 27%, a significant
improvement when compared to the situation at the outset of the RSDP.
Table 30: Rural Access Index Values
Total Area
(000 km2)
1,099
Inhabited
Area (80%)
(000 km2)
879
Year
Total
Population
Rural
Rural Popn.
Population
Density
1997
58,117,000
46,493,600
57
26,550
Rural Popn
Within 2km
Access
6,103,363
2002
67,220,000
53,776,000
66
33,297
8,853,298
16
2007
74,186,830
59,349,464
76
42,429
12,851,242
21
2010
*79,777,690
*65,686,312
81
48,793
17,404,788
27
Road
Network
Rural
Access
Index (%)
13
N.B. The Rural Population is assumed to be 80% of the Total Population for the years 1997, 2002 and 2007* Obtained using CSAs
2007 Total and Rural Population figure and respective growth rate of 2.62 and 2.
46
VII. ASSESSMENT OF FINANCING OF RSDP

An assessment of contribution of finance to the implementation of the RSDP shows that 70% came
from internal sources (the Government, the Road Fund and the Community). The remaining 30% has
been pooled from the international community. Specifically, the share of the Government of Ethiopia
is the highest (53.8%), followed by Road Fund (14.2%), the IDA (11.8%) and EU (8.6%). The overall
disbursement over 13 years of RSDP is about Birr 60,355.2 million (USD 5962.6 million). Table 31
gives a breakdown of the RSDP disbursements by financier.
Annual allocation of funds by donors and the Government for execution of projects under the RSDP
is given in Table 32. The analysis shows the flow of capital from each financer during the RSDP.
Contributions by GOE, the Road Fund and communities are growing at the fastest rate in recent
years.
Table 31: Disbursement by Financiers (1997 2010)
Disbursement in million ETB
Financier
GOE
Road Fund
International Development
Association (IDA)
European Union (EU)*
Community
African Development Bank
(ADB)
China
Japan
OPEC
Fund
for
International Development
(OFID)
Germany
Bank of Arab for Economic
Development
in
Africa
(BADEA)
United Kingdom (UK)
Nordic Development Fund
(NDF)
Saudi Fund for Development
(SDF)
Kuwait Fund
Ireland
Sweden
TOTAL
Overall
Disbursement
during
%age
13years
contribution
Disbursement
during
RSDPI(5yrs)
Disbursement
during
RSDPII(5Years)
Disbursement
during
RSDPIII(3yrs)
3,455.5
978.2
8,669.5
2,555.8
20,354.8
5,030.1
32,479.8
8,564.2
53.8
14.2
1,432.9
678.1
0.0
3,135.3
1,049.7
884.8
2,544.2
3,485.0
683.5
7,112.3
5,212.9
1,568.4
11.8
8.6
2.6
506.4
517.8
164.9
380.0
496.4
1,252.7
307.1
1,520.5
1,252.7
852.0
2.5
2.1
1.4
0.3
27.7
293.3
302.6
213.6
67.0
507.2
397.3
0.8
0.7
0.0
23.2
59.9
135.1
175.2
58.6
235.1
216.8
0.4
0.4
14.8
63.9
97.2
175.9
0.3
0.0
39.3
2.6
0.0
7,284.6
20.9
5.0
18,113.0
123.2
49.9
19.3
162.4
49.9
42.8
5.0
60,355.2
0.3
0.1
0.1
0.01
34,957.8
100
*Sector budget support is included under the disbursement

47
Table 32: Annual Disbursement for Implementation of RSDP by Financer

(in million ETB)
Financiers
GOE
Road
Fund
IDA
EU
Community
ADB
China
Japan
OFID
Germany
BADEA
UK
NDF
SDF
2007/08
2008/09
2009/10
3,354.3
5,096.2
6032.1
9393.4
32479.8
618.6
196.7
174.4
199.9
102.7
788.9
583.1
249.2
684.9
96.0
1,310.2
841.9
1,156.7
85.2
160.1
61.4
54.4
18.1
0.0
40.1
4.4
0.0
0.0
156.6
124.7
59.7
47.5
27.2
39.3
86.6
101.5
4.2
66.5
13.6
33.3
44.4
1742.8
1006.9
1177.3
384.3
115.6
0.0
188.1
66.4
50.6
67.3
14.6
23.6
48.5
1977.1
695.4
984.0
214.0
220.7
1252.7
32.5
45.7
12.3
41.4
30.4
40.3
30.2
8564.2
7112.3
5212.9
1568.4
1520.5
1252.7
852.0
507.2
397.3
235.1
216.8
175.9
162.4
0.0
0.7
0.0
49.9
18.7
0.0
49.9
42.8
5.0
10,918.7
15,038.6
60,355.2
1997/98
1998/99
1999/00
2000/01
2001/02
2002/03
2003/04
2004/05
2005/06
573.7
608.5
598.2
796.6
878.5
772.6
812.0
1,118.6
2,612.0
137.2
126.8
64.9
0.0
220.6
144.3
221.7
114.8
0.0
135.8
187.2
120.2
185.5
0.0
29.1
233.2
343.0
159.9
0.0
67.2
276.3
621.2
153.0
0.0
53.7
211.5
798.1
204.1
0.0
100.6
368.8
723.0
135.1
0.0
73.3
568.0
834.5
287.0
0.0
145.2
0.0
0.0
10.3
0.0
4.6
0.0
0.0
41.0
0.0
4.4
0.0
4.6
0.0
0.0
11.6
0.0
5.6
0.0
4.7
5.5
0.0
104.1
0.0
6.7
0.0
4.6
6.8
0.0
8.2
0.3
0.7
0.0
4.7
2.5
0.0
179.6
0.2
40.6
0.0
31.5
12.6
0.0
116.4
46.4
50.7
0.0
0.0
13.8
0.0
22.6
35.7
68.4
0.2
15.9
5.9
0.0
2006/07
Kuwait
Fund
Ireland
Sweden
TOTAL
0.0
0.0
1138.1
0.0
0.0
1275.1
0.0
0.0
1147.6
0.0
0.0
1722.1
2.6
0.0
2001.7
4.5
0.0
2355.9
0.0
0.0
2339.5
7.1
5.0
3,114.1
5.4
0.0
4,088.1
3.9
0.0
6,215.3
0.0
0.0
9,000.5
Total
48
PART TWO:
FUTURE PLAN - RSDP IV
(2010/11-2014/15)
I.
PLATFORM FOR FUTURE PLAN
1.1 Organization of the Road Sector

Road sector development and maintenance is mainly executed by the Ethiopian Roads Authority, the
Regional Roads Authorities and the Wereda Road Desks. Municipalities of the cities and towns have
their own departments who are responsible for the administration of their road networks. Addis
Ababa and Dire Dawa have independent road authorities responsible for road administration. Separate
ownership and administration provides better road planning and management, and enables swift
maintenance interventions.
1.2 Road Network Coverage and Condition
1.2.1 Road Network
The total road network of the country is currently 48,793 km. Of this, 7,476 km are paved roads
surfaced with asphalt concrete or bituminous surface treatment. Gravel roads comprise around 14,373
km of the network, with a further 26,944 km of regional, unpaved rural roads. Significant growth of
the regional road network has been achieved during the thirteen years of the RSDP. The road network
of Ethiopia has seen expansion by an average of 2% between 1951 and 1973, by 6% between 1974
and 1991 and by about 9% between 1992 and 2010.
1.2.2 Distribution of the Road Network
The average road density in Ethiopia is 44.4 km per 1000 square kilometers. This is lower than the
average road density of 54 km per 1000 square kilometer for Sub-Saharan African countries.
Road density per 1000 square km across eight regions, excluding three urban based regions, shows
that the road network is fairly distributed amongst the regions with road density in six of the eight
regions above the national average of 44.4 km per 1000 square kilometers. The road density for Tigray
and SNNP is above the average for Sub-Saharan African countries, whilst that for Somali and Afar is
significantly lower than the national average. This is attributable to both the comparatively large area
of the regions and the relatively small road network.
A fair distribution of road network amongst the regions is attributable both to construction of new
rural roads by the regions from their own resources and also the Federal Governments adoption of an
equitable regional development policy in the construction of missing links and other roads. Federal
Government allocates resources for construction of links and other important roads in each region in
proportion to the both the regional area and population size.
1.2.3 Quality of the Road network
The condition of the road network has shown improvement particularly since 1997. However,
improving the overall condition of the road network remains a challenge. In 2010, the proportion of
road network in fair condition was 25% with a further 20% in poor condition. With 20% of road
network in poor condition there remains a substantial maintenance backlog to be cleared.
49
1.3 Traffic Analysis

The vehicle kilometers travelled has increased on the average by 10% over the past 13 years whilst the
economy of the country has grown on the average by 6.9%. The increase in vehicle kilometers
travelled is attributable not only to an improvement in the condition and standard of roads in the
country due to implementation of RSDP but also to growth in vehicle fleet. Vehicle kilometers
travelled is strongly responsive to the growth of the economy (increased by Gross Domestic Product,
GDP). The elasticity of traffic flow to growth of GDP is 1.8%, which means that a 1% increase in
GDP would lead to a 1.8% increase in vehicle kilometers travelled.
The vehicle fleet has increased by 8.7% during the same period, which has also contributed to the
growth in the vehicle kilometers travelled. The elasticity of vehicle kilometers travelled to growth in
the vehicle fleet is 4.1%, which means that a 1% increase in vehicle fleet would lead to an increase in
vehicle kilometers travelled by 1.4%.
Paved roads account for significant proportion of vehicle kilometers travelled. Analysis of traffic flow
on federal roads showed that 79% of the traffic flow was concentrated on the paved road network
which account for just 15% of the federal road network. Gravel roads, at 85% of the road network,
account for just 21% of the traffic flow.
1.4 Road Safety
The road safety management system in Ethiopia involves several government entities at Federal (RTA,
traffic police and ERA) and regional (RTA, RRA) levels. Leadership is provided by an interim
National Road Safety Committee that was established in 2002. The committee is assisted by an interim
National Road Safety Coordination Office (NRSCO). Road safety committees have also been formed
in regional states and in some states at Wereda and Kebele level.
1.5 Rural Accessibility
1.5.1 Kebele Connectivity
Accessibility, measured in terms of average distance from the road network and proportion of area
farther than 5 km from an all weather road, shows that substantial progress has been made by
expanding the road network to 48,793 km. Specifically, due to the construction of new roads, the
average distance from a road has been reduced from 21km in 1997 to 11.2 km in 2010, whilst the
proportion of area farther than 5 km from an all weather road which was 79% in 1997 has reduced to
64% in 2010.
Many areas of the country remain inaccessible by motorized transport and several areas inhabited by
relatively large rural populations are still isolated from the rest of the country. Areas with potential for
agricultural and other resource development are not being opened up due to lack of adequate road
access. In addition, to improve the efficiency of the existing road network several missing links are
needed to optimize the road transport system.
Out of 15,937 Kebele, the smallest administrative structure, only 5,903 (37%) are connected to an all
weather road. Table 33 provides details of Kebele, by region, that are connected to all weather roads.
A map of showing the accessibility scenario in Ethiopia is presented below.
50
Table 33: Kebele Accessibilty (2009)

No. Region
1
2
3
4
5
6
7
8
9
Number
Wereda
of Number
Kebele
Tigray
Afar
Amara
Oromya
Somali
Benshangul Gumuz
SNNP
Gambella
Dire Dawa
35
29
124
295
50
23
134
11
1
666
371
3234
6814
401
400
3806
198
47
Total
702
15937
Number of Kebele connected

of by all weather roads
In number
In percent
363
55
156
42
1074
38
2575
38
90
23
90
23
1473
39
64
32
18
38
5903
37*
* This figure increased to 39% in 2010
1.5.2 Rural Access Index

The Rural Access Index, RAI, measures the number of rural population who live within 2 km from an
all weather road as a proportion of total rural population. The RAI was developed by the World Bank
in response to a demand, led by borrowers, to provide a quantitative index reflecting the established
link between physical isolation and poverty. The Rural Access Index was accepted by the African
Ministers of Transport and provides a consistent basis for estimating the proportion of the rural
population that has adequate access to the transport system and a stronger linkage to the Millennium
Development Goals (MDG). The RAI is used to inform policies and strategies which ensure that the
rewards of development are distributed more equitably to the rural population.
51
The current RAI for Ethiopia is 27%, as shown in Table 34.

Table 34: RAI for Ethiopia
Inhabited
Total Area
Area (69%) Year
2
(000 km )
(000 km2)
1,099
809
2010
Total
Population
Rural
Population
Rural
Popn.
Density
79,777,690
65,686,312
81
Rural
Rural Popn
Road
Access
Within 2km
Network
Index
Access
(%)
48,793
17,704,333
27
The RAI is also estimated for each of the regions, as shown in Table 35.
Dire Dawa, as a municipal centre, shows the highest RAI at 95%. Three regions, SNNP, BenishangulGumz and Gambella have RAI above 35% (about 65% of the rural population travel further than 2
Km to the nearest all weather road). Amhara, Afar, Oromiya and Somali regions fall below about 25%
(75% of the rural population travelling further than 2 Km to the nearest all weather road).
Table 35: RAI for Regions
Total
Region
Afar
Tigray
Oromiya
Amhara
SNNP
BenishangulGumz
Somali
Gambela
Dire Dawa
Total
Area
(km2)
139,300
Inhabited Area
50,079
353,007
159,174
112,343
(%)
40
80
80
95
95
(km2)
55,720
40,063
282,406
151,215
106,726
49,289
50
209,000
25,802
1,213
30
50
100
1,099,207
Total
Rural
Rural
Rural Popn
Rural
Road
Access
Popn.
Within 2km
Population
Network
Index,
Density
Access
2009
%
1,310,319
3,722,287
24,928,351
16,702,447
14,362,829
24
93
88
110
135
2,250
2,933
16,441
8,086
10,803
304,390
1,090,144
5,805,196
3,572,556
5,815,325
23.2
29.3
23.3
21.4
40.5
24,645
663,701
27
2,351
253,203
38.2
62,700
12,901
1,213
3,626,776
245,568
124,034
58
19
102
4,441
1,169
319
656,602
89,007
117,910
18.1
36.2
95.1
737,588
65,686,312
48,793
17,704,333
27.0
The RAI shows a slightly different pattern of accessibility among the regions when compared to other
indicators, such as, road density per 1000 sq.km and the proportion of Kebele connected by an all
weather road.
Despite the significant investment made in the course of the RSDP and the undoubted improvements
to the main trunk and regional roads, Ethiopia still has a very limited road network which remains
insufficient to provide the level of access needed by many of the countrys rural communities. To
reduce the travel burden, which is hampering the countrys economy, and to make a real impact on the
efficiency of the transportation system, the road network, particularly the rural road network, needs to
be enhanced both in terms of expansion and condition improvement.
The limited road network and low RAI implies the seriousness of the travel burden imposed on the
majority of the rural population. To bring about a change to the current rural access scenario and to
52
better support the ongoing poverty reduction efforts and the economic development plans of the
country in general, it is essential to expand the road network coverage.
Table 36 provides information on the required road network level to attain a Rural Access Index of 50
and 100 per cent. The Table also shows the kilometers of road construction required to attain these
levels of RAI.
In order to bring the RAI from its current level of 27% to 50% and 100%, the total road network of
the country will need to increase from its current 48,793 km to 83,604 km and 167,207 km
respectively. This will require construction of an additional 36,152 km and 118,430 km of all-weather
road to achieve the RAI targets of 50 and 100% respectively.
Table 36: The Required Level of Road Network to Achieve 50% and 100% RAI Target
Required Road
Network Level
to attain a Rural
Access index of
50%
100%
Km of Road to be
Constructed to
attain a Rural
Access index of
50%
100%
Region
Rural
Popn
(2009)
Rural
Popn
Density
Current
Road
Network
Afar
Tigray
Oromiya
Amhara
SNNP
Beni.-Gumz
Somali
Gambela
Dire Dawa
1,310,319
3,722,287
24,928,351
16,702,447
14,362,829
663,701
3,626,776
245,568
124,034
24
93
88
110
135
27
58
19
97
2,250
2,933
16,441
8,086
10,803
2,351
4,441
1,169
319
2,421
5,008
35,301
18,902
13,341
1,540
6,133
806
152
4,842
10,016
70,601
37,804
26,682
3,081
12,265
1,613
303
171
2,075
18,860
10,816
2,538
0
1,692
0
0
2,592
7,083
54,160
29,718
15,879
730
7,824
444
0
Total
65,686,312
89
48,793
83,604
167,207
36,152
118,430
1.5.3 Rural Transport

The Growth and Transformation Plan stresses the importance of agriculture, rural transportation
infrastructure and services. As agriculture will be the most critical for sustained improvements in
Ethiopias growth performance, this requires the reduction of Ethiopias severe road and transport
services deficit in rural areas.
Building synergies between rural and urban areas depends on the expansion of not only rural access
roads but also transport services utilizing these roads. Together, road provision and improved rural
transport services can lower transport costs, cut travel time, promote growth and improve the quality
of rural life.
It is implicit within the GTP that there is a need to embark upon interventions beyond just provision
of rural roads to improve rural transport, logistical infrastructure and services. The Road Sector
Development Program (RSDP) Performance and Millennium Development Goals (MDGs) Transport
Indicators Annual Reports show that the largest proportion of the rural population is adversely
53
affected by poor accessibility and mobility. This is particularly evident in view of the small size of the
motor vehicle fleet and the limited role of Intermediate Modes of Transport, IMT.
As the capital and operating cost of conventional motorized vehicles continues to rise, it needs no
emphasis that intermediate modes of transport (both motorized and non-motorized) have to be
developed to serve the demand for transport services in rural Ethiopia. With Ethiopias resolve to
move to a higher growth path and expand the network of rural access roads, this means that the
demand for transport will rise.
Walking, head-loading, back-loading and pack animals are the dominant means of transport in rural
Ethiopia. The use of IMTs, such as animal-drawn carts, wheelbarrows, hand-drawn carts, bicycles and
motorcycles, in easing the transport burden of rural people has been recognized, for example through
the work of the ERTTP. However,, IMTs are not common outside of market towns. With the
anticipated increase in agricultural productivity and production in rural Ethiopia that is envisaged by
GTP, the demand for rural transport services must grow. Agricultural inputs and surplus will need to
be moved more cost-effectively from farm to market.
It is recognized that due attention must be given to promoting more efficient provision of rural
transport services. This will form an important and parallel action under the rural accessibility program
that will be led by Ministry of Transport and the appropriate Transport Authorities in the regions and
Wereda.
1.6 Institutional Capacity, Arrangement and Resources
Over the last 13 years, the Ethiopian Roads Authority has directed about 85 percent of the RSDP
expenditure toward rehabilitation and upgrading of major federal trunk roads and link roads. The
Road Authorities in the regions have disbursed around 14.1 percent of the RSDP for rehabilitation
and expansion works on their regional road network. The Road Fund has managed to support around
14 percent of the RSDP for emergency, routine and periodic maintenance of all Federal, Regional and
urban roads.
In going forward, and in consolidating the gains over the past 13 years, it is important to maintain
strong sectoral planning and management, promote institutional advancement and to continue to
support the emergent local road industry. The experience over the last 13 years provides a solid
platform on which to tackle new and emergent challenges and also provides the basis on which to
build further efficiency improvements into the sector during RSDP IV.
1.6.1 Stronger Management and Sector Institutions
Although the primary objectives of the RSDP were to restore and expand Ethiopias road network an
important and underpinning principle and objective was to develop the capacity of the road agencies
to manage and maintain their road networks properly. The RSDP provided a comprehensive
framework by integrating the implementation of key road investments with major policy and
institutional reforms.
Implementation of RSDP I, II and III has successfully delivered on its physical and financial targets,
confirmed by monitoring of the performance indicators. Part of this success can be attributed to the
performance of the road sector institutions as capacity strength has increased throughout the program.
54
The progress of the implementing agencies will need to be maintained and further developed during
implementation of RSDP IV.
9 Reorganized Road Agencies
ERA and the RRAs have carried out Business Process Reengineering (BPR) as part of Governments
civil service reform program. The objective of the ERA and RRA BPR was to dramatically increase
service delivery to road users and the public at large.
ERA has completed the BPR and started implementation in August 2010. Accordingly, ERAs
Engineering Regulatory and Operations Department has been reorganized. ERA retains its regulatory
function, whilst the Operations Department now functions as a public contractor. The reorganization
allows ERA to fully focus on its road network planning, management and contract administration
activities. Also, under the new arrangement, the previous Construction Contract Implementation
Division has been reorganized in to five independent regional directorates, with one directorate at
headquarters in Addis Ababa with a mandate for asset management and implementation. The former
Engineering Design Branch has been reorganized to provide teams under each of the regional
directorates.
The RRAs have also carried out BPR under the same Government civil service program. Some RRAs
have already implemented the institutional reforms as proposed in their respective BPR.
These new arrangements are expected to significantly enhance the institutional capacity of ERA and
the RRAs to effectively implement RSDP IV.
9 Improved Program Implementation Capacity
ERA and the RRAs implementation of the RSDP has improved throughout its successive phases.
Physical and financial accomplishment of ERA during RSDP I was 98% and 74% respectively. During
RSDP II ERAs performance improved significantly, to 142% and 113% respectively. During RSDP
III ERAs physical accomplishment was 94%. ERAs accomplishment during RSDP III is considered
particularly significant, as the physical and financial plans were much greater than the earlier phases.
The overall accomplishment of ERA during the RSDP was 101% and 109% for physical and financial
plans respectively.
Performance of the RRAs during RSDP I, RSDP II, RSDP III was more than 100% in terms of
physical plan. Financial accomplishment of RRAs during RSDP I, RSDP II and RSDP III was less
than 100% showing that they have been able to streamline spending and accomplish value for money.
9 Experience in Program Development
ERA has gained significant program development experience, as it has prepared three Road Sector
Development Programs (RSDP I, RSDP II and RSDP III). The RSDP has been a major driver for
improved sector performance and progress towards achieving the road sector vision, mission and
goals.
The RSDP has enabled ERA and the regional authorities to build skills in target setting, performance
monitoring and planning implementation strategies that mobilize significant domestic and
international resources. In the course of implementing the RSDP ERA has gained significant skill and
55
experience in project management, construction contract administration and working successfully with
development partners, consultants, contractors and other industry players. Importantly, it has also
acquired the skill to deal with implementation problems, including complex contractual disputes. This
experience provides the foresight that allows problems and issues to be anticipated and timely
solutions to be developed. Such lessons and experience provides an important basis for successful
implementation of projects under the RSDP IV portfolio.
9
Robust Road Network Planning
ERA has adopted an integrated road network planning approach for its planning and prioritization.
Road projects best supporting local and national economic development are identified in close
consultation with other sectors and in line with all national and sectoral development strategies.
All road projects form part of the federal and regional road network development master plans. Road
projects comprising the master plan are prioritized for inclusion in the RSDP using a multi- criteria
analysis approach. According to the prioritization (ranking), the road projects are included in a
program for economic feasibility study using HDM-IV or other appropriate planning, management
and modeling tools such as RED. Environmental assessment is carried out at the same time following
the national environmental impact guidelines. Economically and environmentally feasible road
projects then proceed to the detailed design stage. GIS is used to provide spatial data and route
location characteristics.
All regional road agencies have their own rural road network development master plan. Rural road
projects for inclusion in the RSDP are prioritized by the region, usually through a detailed economic
feasibility assessment. Around 137 Wereda have road network development master plans. Master
plans are developed through a consultative process involving communities and Kebele development
committees. The regional road agencies assist the Wereda identify and prioritize their low volume and
community road projects from their individual master plans.
9
Transparent Procurement Procedures
ERA has implemented past road sector development programs through open international and
domestic competition. Procurement follows both Government procedures, although in certain
circumstances donor procedures are followed for some international procurement. Tendering
procedures for works are used to contract companies for road and bridge rehabilitation, construction
and maintenance. Consultancy services include detailed engineering designs, economic feasibility
study, environmental impact assessment and construction supervision.
Technical and financial proposals of contractors and consultants short-listed for works or services are
evaluated by tender committees that comprise three or more experienced professionals drawn from
ERAs procurement and other technical Divisions. The committee carries out its evaluation of the
consultants and contractors proposals based on agreed evaluation criteria. The committee then
submits a detailed evaluation report on the result of the evaluation along with its recommendation for
the consideration of the Contract Award Committee. All of the RSDP development partners accept
the procurement procedures used.
56
9 Improved Construction Contract Administration

Construction contract administration at ERA has improved over the period of the RSDP
implementation. Prior to the implementation of the BPR and establishment of the Regional
Directorates, ERAs Construction Contract Implementation Division doubled both its number of
branches and the number of counterpart engineers in charge of administering construction contract
projects. The Division head, Branch heads and counterpart engineers gained increased authority over
contract administration decisions, with only serious or major contract decisions being referred to
ERAs senior management. Supervision consultants have also been delegated more powers and
decision taking authority to ensure faster response to problems occurring on site.
Disputes, when they arise are settled using three party dialogue between ERA, the supervision
consultant and the contractor. Where serious disputes arise, these are referred to an independent
dispute administrator.
9
Better Road Maintenance
The Office of the Road Fund was established in 1997 with responsibility to collect the fuel levy and
revenues from road user charges. The office has allocated a total of ETB 6.5 billion for the
maintenance of the road network in the past 13 years. The establishment of the Road Fund has
contributed significantly to ensuring timely maintenance and overall improvement in the condition of
the road network.
9
Access to Training Centers
ERA has well established training centers located at Alemgena, Chancho and Ginchi. Alemgena
training centre trains road technicians in road construction operations and also offers training on the
operation and maintenance of equipment for the domestic construction industry.
The Chancho and Ginchi training centers specialize in the training of technicians, professionals and
contractors using labour-based road construction and maintenance approaches. Trainees from the
RRAs, Wereda road desks and private sector attend.
Throughout the RSDP some 14,719 technicians have been trained (6,758 were trained in Alemgena
training centre and 7,961 were trained in Chancho and Ginchi training centers).
9
Effective Rural and Community Road Development
RRAs were established in all of the regional states in early 1990s. The RRAs were empowered with
responsibility to build and maintain rural roads in their jurisdiction from budgets allocated by their
respective regional governments. Since 1997, the RRAs have built about 1,000 km of new rural roads
every year. Performance of RRAs during RSDP I, RSDP II and RSDP III, assessed by
accomplishment against the physical plan, was extraordinary. The contribution of RRAs to the growth
of the road network of the country during RSDP was more than 73 percent.
Road desks have been established in each Wereda. The Wereda road desk is responsible for roads in
their jurisdiction. More than 100,000 km of community roads were built under the ERTTP and other
programs and the road desk assumes responsibility for their maintenance. The road desks will also be
57
responsible for constructing about 71,523 km of all weather roads under RSDP IV which will connect
rural Kebele with the nearest all weather road.
9 Improved Participation of Local Contractors and Consultants
There were very few local contractors working in the industry at the start of the RSDP in 1997. Those
contractors who were available were constrained by lack of experience in managing construction
projects, lack of skilled manpower, shortage of capital and equipment. Local contractors were not in a
position to compete with international contractors and in the early years of RSDP I the share of local
contractors in the road construction market (in terms contract price of projects) was only 5%.
Through Government and RSDP capacity building programs competitiveness of local contractors has
progressively increased and market share for local contractors has now risen to 62% in the year 2010.
Market share of local contractors has increased in recent years. Increased market share by local
contractors demonstrates that competitiveness and capacity within the domestic road construction
market has improved. The number of road projects awarded to local contractors has increased
significantly from year 1999 to 2010. The total value of construction contracts awarded to local
contractors throughout the RSDP is ETB 21 billion. Table 37 & 38 shows number of contracts and
contract value awarded to local and foreign contractor and ERA own force since 1997 respectively.
Table 37: Contracts Value Awarded to Local Contractors, Foreign Contractors and ERA's Own force
Year
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Local
Value
%age
180.3
5.1
93.5
100.0
55.8
5.3
141.9
21.9
569.1
68.4
501.3
62.6
1,019.0
40.5
3,248.2
45.6
1,584.4
19.8
7,090.1
58.6
2,776.1
17.6
4,060.2
62.8
21,319.9
36.0
Foreign
Value
%age
311.0
100.0
3,350.7
94.9
619.0
59.3
395.6
61.1
172.5
20.7
286.4
35.8
1,460.6
58.1
3,356.4
47.1
4,866.1
60.7
4,952.5
40.9
12,660.1*
80.4
745.4
11.5
33,176.3
56.0
Value in Million ETB

Own Force
Total
Value %age
Value
311.0
3,531.0
93.5
369.9
35.4
1,044.7
110.4
17.0
647.9
90.1
10.8
831.7
12.8
1.6
800.5
34.0
1.4
2,513.6
525.7
7.4
7,130.3
1,567.7
19.6
8,018.2
64.7
0.5
12,107.3
312.2
2.0
15,748.4
1,660.1
25.7
6,465.7
4,747.6
8.0 59,243.8
Note: Out of the foreign contract value, one project, Addis Adama account 6,967 million ETB
58
Table 38: Number of Contracts Awarded to Local and Foreign Contractors and Consultants and
ERA's Own force
Year
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Consultants
Local
Foreign
No. %age No. %age
7
43.8
9
56.3
21
58.3
15
41.7
5
41.7
7
58.3
10
50.0
10
50.0
20
64.5
11
35.5
17
73.9
6
26.1
18
52.9
16
47.1
18
78.3
5
21.7
46
63.9
26
36.1
37
74.0
13
26.0
46
79.3
12
20.7
22
55.0
18
45.0
11
57.9
8
42.1
278
64.1
156
35.9
Local
No. %age
6
33.3
4
100.0
2
33.3
6
50.0
13
68.4
16
84.2
18
72.0
16
61.5
16
50.0
27
69.2
14
56.0
27
87.1
165
64.2
Contractors
Foreign
ERA Own force
No. %age No.
%age
1
100.0
0.0
12
66.7
0.0
0.0
3
50.0
1
16.7
1
8.3
5
41.7
1
5.3
5
26.3
2
10.5
1
5.3
6
24.0
1
4.0
7
26.9
3
11.5
11
34.4
5
15.6
10
25.6
2
5.1
10
40.0
1
4.0
2
6.5
2
6.5
66
25.7
26
10.1
Local consultants have increasingly been involved in road sector development by supervising
implementation of road projects and conducting road design and other studies. The market share for
local consultants has increased from 19% in 1999 to 74% in the year 2010. The number of
consultancy services awarded to local consultants has increased significantly from year 1999 to 2010.
The total contract value awarded to local consultants from 1999 to 2010 was ETB 1.6 billion.
Moreover, local consultants participate in projects that have been conducted by foreign consultants by
providing local expertise.
1.6.2 Improving Road Sector Capacity and Resources
Throughout the RSDP ERA has made continuing efforts to introduce reforms, approaches and
technologies that improve overall efficiency and performance in the sector. These efforts will continue
throughout RSDP IV and weaknesses will be continually addressed. Particular focus will be given to
improved institutional arrangements, dealing with capacity constraints, improving the resource base
and technology choice.
9
Reducing Dependence on Capital Intensive Technology
Capital intensive technology is predominantly being used in federal as well as regional roads
construction. Earth and other types of road works are being implemented using specialized heavy
machines which are expensive both in initial and operating costs. The optimal choice of road
construction technology depends on the abundance or scarcity of capital and labour. In Ethiopia
labour is widely available, whilst capital is scarce. The cost of heavy construction equipment has
escalated in recent years, to the extent that it is unaffordable and uneconomic, particularly with regards
operations on unpaved gravel and earth roads.
Roads can be more cheaply and rapidly expanded and maintained if labour resources are utilized and
the use of heavy equipment is limited to major road construction and rehabilitation operations.
59
Government has recently approved Intermediate Equipment Technology, based on agricultural

tractors, as a substitute to capital intensive technology and ERA is now moving towards adopting and
adapting Intermediate Equipment Technology for low volume and unpaved road construction and
maintenance. The rural labour force is generally employed in agricultural activates for only part of the
year, most intensively during the planting and harvesting seasons. Farmers and labourers are often free
to take off-farm employment at appropriate times and opportunities on road construction and
maintenance projects can be provided. In almost all localities in the country farmers and labourers are
ready to be employed by road projects in their area.
9
Improving Road Maintenance Revenue
The Office of the Road Fund has allocated a total of ETB 6.5 billion in the past 13 years from its
revenue for road maintenance works, an average of about ETB 541 million a year. This allocation has
not been enough to carry out all of the annual road maintenance works required on the network. As a
consequence there has been substantial build up in the maintenance back log, with about 20% of the
main road network remaining in a poor condition. A study is currently underway that will identify new
road user charges and revenue sources that will supplement the existing road fund and this will enable
full planned programs of routine and periodic maintenance to be undertaken.
9
Promoting Greater Competition in Works Tenders
The contract price for implementing road projects has been increasing steadily over the period of
implementation of the RSDP. One of the reasons for escalating contract prices is the weak
competition caused by an undersized local market. The number and capacity of local contractors is
limited and this in turn limits the competition for national competitive bidding. Similarly, competition
for international competitive bids is also small. To address the situation and improve bidding quality
and price, Government has recently adopted a new strategy to increase the number of local
contractors to 100 within next five years.
9
Better Road Projects Designs
There is room for substantial improvement in the quality of the detailed design documents being
produced by consultants for most road projects. Design documents can be prepared with insufficient
data or can be based on inaccurate surveying data. Geometric designs may not correspond with the
actual site requirements and plans produced may be inconsistent with the detailed drawings and other
design documents. Sufficient investigation is required to prepare a comprehensive design and accurate
estimations of quantities.
ERA will implement procedures that ensure that consultants adhere fully to their Quality Assurance
Plans (QAP). ERA has also adopted a Design-Build delivery strategy that is being piloted on a number
of projects. Government has further approved Design-Build as a major strategy for implementing
road projects in a bid to improve the quality of road project designs. In addition Government has
approved a new system which makes consultants accountable for their design work.
With support from AFCAP ERA is also carrying out a revision of its national road design manuals,
specifications and bidding documents.
60
Improving the Performance of Contractors
The performance of some contracting companies can also be improved. In some cases contractors can
take a much longer time to mobilize than agreed in the contract agreement. After commencement,
physical works on some projects have not progressed according to the contract period. As a result,
some projects have not been completed within the contractually agreed time frame and project
completion costs have been higher than the agreed contract price.
Government has recently adopted a strategy to improve contractor performance that includes closer
follow up mechanisms during mobilization; contractually requiring the contractor to complete
construction of a given length of the project per period of time and providing incentives to those
contractors who complete projects within the contractual time, quality and cost.
9 Working with Government Utility Corporations and Local Administrations
Delays in physical works can be caused by delays in removing obstructions and relocating services
from the Right-of-Way (ROW) particularly in towns and local administrations. After ERA pays
compensation for property and service relocation, the utility companies or other administrations often
fail to remove all services and properties on time. This can halt the construction activity and entitle the
contractor to claim. A case study of five road projects in 2008 showed that ETB 60 million was
claimed by contractors due to delay in removal of properties from the ROW. ERA has developed a
strategy that ensures closer cooperation with the Government utility corporations and local
administrations.
9
Improved Axle load Control
ERA has established nine stationary weighbridges at strategically important sites throughout the
country. These cater for most of the main routes where checks are made on all passing trucks for
excess axle load. Powers are given to penalize operators in excess of the legal axle load limits and
excess loads can be removed at the stations before allowing journeys to progress.
One of the reasons for continued abuse by operators is that the penalties for overloading are not
sufficiently severe to deter offenders and furthermore they do not reflect the real cost of the damage
incurred by the operator on the road asset.
9
Reducing Road Accidents
Road accident rates in Ethiopia are amongst the highest in the world. Over 2,000 persons are killed in
road accidents every year. The number of persons who are injured by road accident every year is more
than twice this figure. Most road accidents are due to the lack of drivers adherence to the traffic safety
regulations. However, some road accidents can be related to road conditions and characteristics. In
this respect ERA has already carried out an exercise of accident black spots identification on the
existing road network and design for remedial works to improve safety at these sites will be
undertaken by ERA.
The recent World Bank and its Global Road Safety Facility review of Road Safety Management
Capacity in Ethiopia identified a number of difficulties and shortcomings that was slowing down road
safety progress. These included:
61
i.
ii.
iii.
iv.
v.
vi.
vii.
Better road safety coordination and cooperation at all levels;

Outdated or missing road traffic legislation (although some laws have been modified and
additional ones have been prepared for proclamation);
Bodies with road safety responsibility having insufficient personnel with road safety
knowledge, know-how and adequate training;
Serious lack of equipment (and training in its use) for traffic law enforcement and also for
emergency services;
Lack of a uniform highway patrol system for the main roads makes consistent traffic law
enforcement difficult;
Inadequate road safety planning, lack of target setting and established procedures for
monitoring and evaluation. The system for accident data reporting is basic and may not
provide a complete picture of the accident situation (but an improved system is being
developed and implemented); and
Cost estimation procedures and data for different accident types and severities are missing
making it difficult to prioritize road safety interventions using cost-benefit analysis.
There is obviously no single solution to these difficulties. Many different actions are needed and these
have been developed into the NRSCO Short and Medium Term Road Safety Programs. Some of these
actions or activities can be funded by Government, whilst donor assistance will be beneficial for
others.
9
Improving Capacity of Wereda Road Desks and RRAs
Wereda road desks are mandated to construct and maintain community roads within their jurisdiction.
They are responsible for maintenance of community roads constructed over the past thirteen years
and most importantly for URRAP.
Wereda road desks often suffer shortages of road technicians, equipment and resources. Similarly,
RRAs often have constraints related to contract administration, procurement, design, road
management and administration and planning. They have also problems in retaining professionals,
attracting new professionals and upgrading the skills of their professionals.
ERA has over the years provided various capacity building and training programs for RRA and
Wereda road staff. ERA will continue to offer access to these programs and provide technical advice
and support.
1.6.3 Supporting External Environment
The external environment is supportive for implementation of RSDP IV and can act to strengthen the
role of the road agencies in achieving greater performance and efficiency in the sector. Assessment of
external environment form the perspective of RSDP IV is presented in the following section.
9
Government Growth and Transformation Plan
One of the major objectives of the Growth and Transformation Plan is to register 11% economic
growth per year at the minimum and double the current GDP of ETB 450 billion by 2014/15.
62
One of the implementation strategies (pillars) of the GDP to achieve its minimum annual economic
growth is the commitment by Government to expand and improve the road network. This
implementation strategy ensures Government willingness to prioritize the sector and allocate the
highest ever annual capital budget to be given for road infrastructure expansion and improvement.
9 Accelerated Economic Growth
The Ethiopian economy has been growing on the average by 11% over the period 2005/6-2010/11.
This economic growth is expected to continue over 2010/11-2014/15. In fact the estimated economic
growth per year by 11% over the next five years is a low growth scenario which implies that the
domestic macroeconomic and infrastructural requirements can be achieved.
Accelerated economic growth will significantly increase annual revenue of the Government which in
turn will enhance governments ability to allocate the required annual capital budgets for implementing
RSDP IV.
9
Sector Budget Support
Of the RSDP development partners, the EU is closest to implementing the principles of the Paris
Agreement as EU supports the road sector using a Sector Budget Support (SBS) financing modality.
Assessments of SBS in relation to the key assessment areas have been favorable and Ethiopia is
currently implementing its second program of EU Sector Budget Support.
Fixed and variable disbursements linked to a system of annual reporting on indicators provides a
predictable resource stream for government and is a strong basis on which commitments on the
RSDP can and have been made.
Road SPSP2 Conditions for Payments:
i). General Conditions
- Satisfactory progress on implementation of the sectoral policy and establishment of a
fourth RSDP
- Satisfactory macro-economic situation
- Satisfactory public finance management
- GoE budget allocation to the road sector in line with provisions
ii). Indicators used for variable tranche release
A. Rural Accessibility
-
Road Density,
Area further than 5km from all-weather roads,
Wereda/Kebele with / without all season road access
B. Road Conditions
-
Asphalt roads in good condition

Gravel roads in good condition
Federal roads in good condition
63
C. Road Sector Management

-
Trucks overloaded by 20% or more

Fatalities per 10000 vehicles
Annual road safety action plan implemented
D. Contractor Development
-
Disbursement to domestic private sector /disbursement under RSDP
Development partners should be encouraged to further support this important financing modality for
the sector.
9 Construction Sector Transparency
Ethiopia is a member of the international multi-stakeholder Construction Sector Transparency
Initiative (CoST) that sets out to promote transparency, accountability, and project sustainability
across the construction sector. The initiative in Ethiopia is headed by the Federal Ethics and AntiCorruption Commission with a steering group comprising members drawn across the construction
industry in Ethiopia including ERA.
The Public Procurement and Property Authority (PPPA) recently issued a proclamation which will
amend the Ethiopian Public Procurement Act to include provisions for the mandatory disclosure of
Material Project Information (MPI) on publicly funded construction projects.
9
Governments Cost Minimizing Strategy
Government has recently approved a comprehensive strategy to minimize road construction and
rehabilitation costs. Government coordinates and facilitates implementation of this strategy and
accords it the greatest sense of urgency. The strategy addresses all factors that directly and indirectly
contribute to the higher costs of road construction in the country and includes actions that widen
options for improved construction technology approaches, strengthens the capacity of local
contractors and consultants, provides for applied research and adoption of innovative approaches,
improves service delivery and tightens contract administration.
Implementation of the strategy commenced in July 2010 and will be fully implemented in the early
years of RSDP IV. Upon full implementation of the strategy, not only will the cost of road
construction be stabilized, but it will also be significantly minimized.
9
Conducive Educational Policy
Every year universities, colleges and technical schools in the country will train thousands of civil
engineers and technicians with basic engineering and road construction skills. This training policy will
significantly increase the number of professionals and skilled man-power available to the industry.
When Government starts to implement its training program in 2010 this will give an opportunity for
professionals already working in the sector to specialize in particular fields of study in domestic and
foreign universities. Under the program professionals from local contractors and consultants and the
road agencies will be given long term training.
64
II.
SUMMARY OF FUTURE PLAN
RSDP IV is prepared as part of Governments overall Growth and Transformation Plan.

Implementation of RSDP IV is major strategic pillar of the Growth and Transformation Plan and is
intended to transform the road sector by boosting the size and quality of the road network, enhancing
institutional capacity and improving overall efficiency.
Unlike earlier phases of the RSDP, RSDP IV places a high emphasis on the construction of link roads
and engineered low-volume roads.
The RSDP IV will be implemented over a period of five years.
9 RSDP IV consists of:
1. Rehabilitation of 728 kilometers of trunk roads,
2. Upgrading of 5,023 kilometers of trunk and link roads,
3. Construction of 4,331 kilometers of new link roads
4. Heavy maintenance of 4,700 kilometers of paved and gravel roads and
5. Routine maintenance of 84,649 kilometers of road network
The program also consists of the following regional and Wereda road components:
1. Construction of 11,212 kilometers of new rural roads through the RRAs; and
2. Construction of 71,523 kilometers of Wereda roads through the Wereda road offices
9 Cost Estimate
Total cost of implementing RSDP IV is estimated to be ETB 125.3 billion of which ETB 84.5 billion
is allocated for federal road projects, ETB 14.4 billion for regional projects and ETB 26.4 billion for
Wereda road projects.
9 Financing Plan
The program will be financed from different sources including Government of Ethiopia (GOE) and
development partners. GOE will finance 70.4% of the total cost of the program including matching
funds. Donors will finance 17.3% of the total cost of the program and the Road Fund Office will
finance 9.1% of the cost of the program, the cost of maintenance activities on the road network that
are included under the plan. Sources for the remaining 3.2% of the cost of the program, amounting to
ETB 4,023.9 million have not yet been identified, although there is expectation that GOE and donors
will meet the financing gap. Table 39 summarizes the funding of the RSDP IV.
65
Table 39: RSDP IV - Status of Funding

Source of finance
Secured
GOE
Federal
Regions
Wereda
Road Fund Office
Loan from donors
Grant from donors
Unidentified
Total
Percentage
Pipeline
35,699.7
35,699.7
9519.9
11056.8
2283.0
58,557.4
47
Expected
41,771.4
1,997.8
13,341.8
26,431.8
1,727.7
2,366.7
266.0
46,131.8
37
10,700.2
10,700.2
137.5
2,400.9
3,325.0
4,023.9
20,587.6
16
Total
Share
88,171.3
48,397.7
13,341.8
26,431.8
11,385.1
15,824.4
5,872.0
4,023.9
125,276.7
100
70.4
9.1
12.6
4.7
3.2
100
9 Targets for RSDP IV

After implementation of the program in 2015, the total classified road network of the country is
expected to reach 136,044 km from the existing 48,793 km in 2010. The proportion of area further
than 5 km from an all weather road will have been reduced to 29% from 64.2 %( 2010). All Kebele
will be connected by all weather roads and the proportion of rural population within 2 km from an all
weather road will increase from the current 27% to 67%. Table 40 shows the annual targets to be
achieved over the period of RSDP IV.
Table 40: RSDP IV Annual Targets
Indicators
Road length (in km) including Wereda Roads
Road length (in km) excluding Wereda Roads
weather road, %
weather road, %
Road density Km per 1000 sq.km
Proportion of roads in acceptable condition
(Fair + Good Condition), %
Proportion of Kebele connected by all weather
road, %
Proportion of rural population within 2 km of
an all weather road, %
2010/11
Base year
48,793
48,793
2010/11
61,204
2011/12 2012/13 2013/14 2014/15

98,255
117,561
136,044
51,636 54,818 58,211
79,117
61,771
64,522
64.2
57.3
48.7
40.9
34.3
29.0
83.7
80.0
75.0
70.0
65.2
61.0
44.4
80
55.6
81
71.9
83
89.3
85
106.9
86
123.7
87
39
48
63
78
93
100
27
30
39
49
58
67
66
III.
OBJECTIVES AND DESCRIPTION OF RSDP IV
3.1 Objectives
The objectives of the RSDP are to:
1. Improve transport operating efficiency and reduce road transport costs for freight and
passengers so as to encourage production, distribution and export;
2. Provide access to previously neglected food deficit rural areas to support efficient production,
exchange and distribution through out the country, and
3. Develop adequate institutional capacity of the road sub-sector both at central as well as
regional level
3.2 Description of RSDP IV
RSDP IV has been prepared as part of the National Growth and Transformation Plan where strong
emphasis is placed on improving access to rural areas and also, improvement and maintenance of the
main and rural road networks. The plan provides an opportunity to transform the road sector by
significantly increasing rural accessibility and improving the condition and standard of the countrys
road network.
RSDP IV builds on the gains made through the RSDP and will be implemented in the period
20010/11 to 2014/15.
The total physical works identified under the RSDP IV comprise the following main components:
1. Rehabilitation of 728 kilometers of trunk roads,
2. Upgrading of 5,023 kilometers of trunk and link roads,
3. Construction of 4,331 kilometers of new link roads
4. Heavy maintenance of 4,700 kilometers of paved and gravel roads and
5. Routine maintenance of 84,649 kilometers of road network
The program also attaches importance to the regional and Wereda road networks with:
1. Construction of 11,212 kilometers of new rural roads through the RRAs; and
2. Construction of 71,523 kilometers of engineered Wereda and community roads through the
Wereda road offices
67
IV.
COST ESTIMATE AND FINANCING PLAN
4.1 Cost Estimate

The total cost of implementing RSDP IV is estimated to be ETB 125,276.7 million.
ETB 84,453.2 is allocated for federal road projects. The cost of constructing new federal link roads
accounts for 42% of the total.
ETB 14,391.7 million is allocated for building new regional roads by the RRAs. ETB 26,431.8 million
is allocated for improved rural accessibility projects. Table 41 summarizes the share of federal, regional
and local roads from total RSDP IV budget.
Table 41: Physical and Financial Plan
Implermenting Agency Physical plan
km
%
ERA
10,082
11
Financial plan
million ETB
%
84,453.2
67
RRAs
11,212
12
14,391.7
12
Wereda/URRAP
71,523
77
26,431.8
21
92,817
100
125,276.7
100
Total
4.2 Financing Plan
The program will be financed from different sources including Government of Ethiopia (GOE),
Office of the Road Fund and development partners.
GOE will finance 70.4 % of the total cost of the program including matching funds. Funds from
donors and development partners will finance around 17.3% of the total cost of the program. The
Office of the Road Fund will finance 9.1% to support routine and periodic maintenance operations
required by the road network during implementation of the program. Sources of financing for the
remaining 3.2% have yet to been identified. GOE and additional donor financing would be expected
to be the most likely sources to secure financing and bridge the gap.
The foreign exchange component accounts for more than 50% of project costs. On average around
US$ 300 million is required each year for projects that are financed by government and executed by
international contractors. This requirement for foreign exchange is expected to diminish as local
contractors become more competitive and involved in the program.
Table 42 provides a summary of the financing plan.
68
Table 42: RSDP IV Financing Plan by Financiers

Item Financier
Cost , in
%age
No.
million Birr
1
IDA
5798.0
4.6
2
ADB
4995.7
4.0
3
EU
4500.0
3.6
4
Japan
723.3
0.6
5
Germany
14.2
0.0
6
China
3149.5
2.5
7
BADEA
391.9
0.3
8
Saudi
451.9
0.4
9
Kuwait
477.6
0.4
10
OFID
205.7
0.2
11
Abu Dhabi
354.1
0.3
12
DfID
634.5
0.5
13
GOE
88171.3
70.4
14
R/Fund
11385.1
9.1
15
Unidentified
4023.9
3.2
TOTAL
125276.7
100.0
*50 million Euro from EU Sector Budget Support is assumed each year
69
V.
PROJECT SELECTION AND PRIORITIZATION CRITERIA FOR

FEDERAL ROADS
Projects proposed under the RSDP IV are invariably at different stages of preparation. The early
stages of project selection and preliminary prioritization are based on a multi-criteria approach, MCA,
described in the sections below. After preliminary selection, using the MCA approach, the project
preparation moves to a feasibility studies when a detailed economic analysis is carried out.
5.1 Preliminary Selection of Road Upgrading Projects
Five criteria are used for preliminary selection of road upgrading projects. These criteria are traffic
level of the proposed road; network connectivity; road condition; investment potential and importexport road.
5.1.1 Traffic Level
Roads are built with a design capacity to accommodate a given volume of traffic per day. When traffic
levels exceed the design capacity, roads reach to the point where maintaining them is no longer
economical. Roads with high traffic are given priority for upgrading or rehabilitation - 30% weight.
5.1.2 Network Connectivity
Existing roads, particularly main roads, are connected with other roads that collect and feed in traffic.
Roads which contribute to coherence of the road network are given priority for upgrading - 20%
weight.
5.1.3 Road Condition
Some gravel and asphalt roads have past their initial design life and have deteriorated to the point
where maintaining them is no longer economical. In such cases it is impossible to restore them to their
original condition by heavy maintenance and reconstruction and/or upgrading is necessary to bring
them back to a serviceable standard. Priority is given to roads or sections of road that are in a poor
condition - 20% weight.
5.1.4 Investment Potential
The number of medium and large-scale industries under a licensing phase or under implementation in
emerging towns of the country is accelerating. Absence of road infrastructure is frequently cited as the
main impediment to existing industries and this is also an investment restraint to attract new
industries. Lack of adequate road infrastructure also hampers growth of the economy at the national
level and priority is given to upgrading roads connecting with these towns - 10% weight.
5.1.5 Import/Export Corridor and Regional Integration Roads
Ethiopia imports and exports goods through the port of Djibouti and to some extent the ports of
Berbera in Somali Land and the port of Sudan. Ethiopia is also planning to use the port Mombassa in
Kenya as an alternative outlet.
70
Upgrading roads linking to ports of neighboring countries is important as it provides alternatives and
promotes competitiveness. Ethiopia also needs to ensure links with neighboring countries to improve
trade and promote regional integration. Priority is given to upgrading import/export and regional
integration corridors - 20% weight.
5.2 Preliminary Selection of New Roads
Five criteria are applied for preliminary selection of new roads. These criteria are: roads leading to
economic development potential areas; roads leading to surplus food crop and cash crop growing
areas; missing links between main roads or shortcuts; new access to large population centers and roads
in emerging regions.
5.2.1 Economic Development Potential
Ethiopia is endowed with natural resources in different parts of the country, mainly irrigable potential
agricultural land and minerals, which are not exploited. Priority is given to the construction of new
roads providing access to areas with unexploited natural resources - 20% weight.
5.2.2 Surplus Food Crops and Cash Crops Growing Areas
Some areas grow and supply surplus food crops to urban and rural markets and food deficit areas.
Additionally, there are areas producing exportable crops. Not all of these surplus food crops and cash
crops growing areas are connected by roads. To improve supply of food crops to urban and rural
markets and increase the volume of exportable crops, construction of new roads linking to these areas
is vital. Priority is given to the construction of new roads creating access to these areas - 20%.
5.2.3 Missing links
Several towns in the country are linked to each other by circuitous roads and connectivity of the road
network is not optimized. Consequently transportation cost and travel times are high between towns.
Costs and time of travelling can be reduced significantly by constructing link or short access roads
between some towns in the country and priority is given to the construction of link roads - 20%
weight.
5.2.4 New Access to Population Centers
There are large rural communities in different parts of the country which are totally isolated from the
rest of the country because of the absence of roads. These communities need to become socially and
economically integrated with the rest of the country. By the virtue of this, priority is given to the
construction of new roads providing access to large isolated rural communities in the country - 30%
weight.
5.2.5 Emerging Regions/Isolated Areas
There are four emerging regions in the country Gambella, Benishangul-Gumuz, Afar and Somali.
Due to neglect in the past, distribution of main roads in these regions and some pastoral areas of the
country is minimal. To bring about balanced development amongst the regions in the country, roads
provision should be equitable. Priority is given to construction of new roads in these emerging regions
- 10% weight.
71
5.3 Final Prioritization and Selection

It is during the feasibility stage that final project selection is made on the basis of economic viability.
All new construction and upgrading projects use a conventional producer surplus or HDM project
level model approach to compare the total costs with the total benefits of the project discounted at
10%. Total project costs include the construction and the maintenance cost of the road during the
service period of the road. Benefits take into account vehicle operating cost and maintenance cost
savings.
Each project is assessed on its Economic Internal Rate of Return (EIRR) and Net Present Value.
Feasibility studies for most of the roads ear-marked for upgrading or new construction are well
underway or well advanced. Finalization of procurement for civil works and consultancy for those
projects scheduled to start in the early years of the program is well advanced.
The Roads Economic Decision Model (RED), developed by the World Bank, can be used to improve
the decision-making process for the development and maintenance of low-volume regional roads. The
model performs an economic evaluation of road investment options using the consumer surplus
approach and is customized to the characteristics and needs of low-volume roads.
72
VI.
IMPLEMENTATION PLAN
6.1 Federal Roads

The federal roads plan consists of civil works for new upgrading and rehabilitation of 1,817 km of
trunk road (14% of the financial plan), 8,265 km of civil works for upgrading and construction of link
roads (73% % of the financial plan), routine maintenance of the whole network and 4,700 km of
periodic road maintenance (11% of the financial plan). Studies, capacity building initiatives and
recurrent costs make up the residual 2% of the financial plan. Table 43 provides a summary of the
physical and financial plan for interventions by ERA for the Federal road network during RSDP IV.
Detailed plans for the federal roads including a list of rehabilitation, upgrading, construction and
maintenance road projects is attached in annex to this document.
6.2 Regional Roads Plan
The total budget allocated to the regional roads authorities under the RSDP IV amounts to ETB
14,391.7 million. Regional roads authorities plan to execute 11,212 km of construction at a cost of
ETB 13,341.8 million. The total physical works for construction to be undertaken by the regional
roads authorities are as follows, Oromiya 36%, Amhara 17%, SNNP 17%, Tigray 9%, Somali 7%,
Afar 5%, Gambella 4%, Benishangul-Gumuz 3% and Dire Dawa 2%.
In addition the regions will undertake maintenance of rural roads at a cost of ETB 1,049.9 million.
Table 44 provides a summary of the physical and financial plan for interventions by RRA for the
regional road network during RSDP IV.
6.3 Wereda Roads
A concerted effort is needed from federal to Wereda level to make public, economic and social
services physically more accessible to the rural population. Although the community has constructed
several roads with a view to improving road accessibility, it has been proved difficult to connect all the
Kebele with all weather roads. At present only 37% of the Kebele are connected by all weather roads.
Government has envisioned connecting all Kebele to nearby all weather roads. Selection of
appropriate technology, scaling up the skills of man-power, preparation of clear and unambiguous
systems, coordinating and structuring the program from the federal to Wereda level and formulation
of a clear plan of action enables commencement of the construction works in 2010.
A total of 71,523 km of all-weather and year round roads will be constructed by the Wereda in the
period of the RSDP IV at an estimated cost of ETB 26,431.8 million. Some 9,568 km of construction
and upgrading of roads will be carried out during the first year of implementation which further
boosts in the productivity and participation of local contractors as the training and other preparatory
programs mature. The distribution of Wereda roads to be constructed in the five years of RSDP IV
are shown in Table 45.
For prioritization, master plans are developed through a consultative process involving communities
and Kebele development committees and these are brought to the Wereda administration. The
regional road agencies assist the Wereda to identify and prioritize low volume and community road
projects from their individual master plans.
73
Table 43: Federal Roads Plan (2010/11-2014/15)

Physical work in km and Cost in million
No.
Type of work
2010/11
2011/12
2012/13
2013/14
2014/15
Total
Physical
work
cost
Physical
work
cost
Physical
work
cost
Physical
work
cost
Physical
work
cost
Physical
work
cost
98
782.4
170
693.9
190
741.9
140
680.7
130
428.4
728
3,327.3
Rehabilitation of trunk
roads
Upgrading of trunk roads
295
2,090.2
310
1,885.9
240
2,273.3
129
985.8
115
1,306.3
1089
8,541.5
Upgrading of link roads
665
5,046.5
730
5,053.4
825
5,589.7
803
5,388.41
911
5,222.1
3934
26,300.1
Construction of link roads
621
5,955.7
970
8,119.9
987
8,260.4
984
7,577.6
769
5,161.3
4331
35,074.9
Periodic maintenance of
roads
Routine maintenance of
roads
Construction &
maintenance of bridges.
Feasibility and
Environmental Impact
Assessment
Policy and capacity building
Recurrent budget
Total
907
815.3
850
790.1
810
786.0
1,079
1,125.4
1054
1,119.5
4700
4,636.3
13952
575.6
15674
669.6
16348
677.2
18,287
804.0
904.8
84649
3,631.2
6
7
8
9
10
16538
20388
101.8
224.1
193.7
75.0
100.0
694.5
13.4
93.7
294.3
296.2
137.2
834.8
287.8
72.6
15,741.3
195.1
79.9
17,805.6
162.4
87.8
19,066.5
161.6
96.6
17,191.3
162.7
106.3
14,648.6
969.4
443.2
84,453.2
18704
19400
21422
23367
74
99431
Table 44: Regional Roads Plan (2010/11-2014/15)

Plan in km and cost in million ETB
Type
Of
2010/11
Region
work
Plan
Cost
Tigray
Construction
202
238.3
Afar
Construction
100
30.0
Amhara
Construction
400
480.0
Oromiya
Construction
617
926.2
South
Construction
299
249.1
Gambella
Construction
88
97.2
Beneshangul- Construction
21
16.5
Gumuz
Somali
Construction
150
150.0
Diredowa
Construction
40
28.0
Subtotal
1917
2215.3
Regional road maintenance
190.0
Grand Total
1917
2405.3
2011/12
Plan
Cost
206
242.8
100
30.0
400
480.0
823
1234.9
329
278.5
88
97.2
69
59.2
150
40
2205
2205
150.0
28.0
2600.6
199.5
2800.1
2012/13
Plan
Cost
197
232.5
100
30.0
400
480.0
1029
1543.7
376
389.2
88
97.2
92
85.6
150
40
2472
2472
150.0
28.0
3036.2
209.5
3245.7
2013/14
Plan
Cost
197
232.5
100
30.0
400
480.0
1029 1543.7
497
466.1
88
97.2
89
80.7
150
40
2590
2590
150.0
28.0
3108.2
219.9
3328.1
2014/15
Plan
Cost
202
238.4
100
30.0
400
480.0
617
926.2
359
367.9
88
97.2
72
63.8
150
40
2028
2028
150.0
28.0
2381.5
230.9
2612.4
75
Total
Plan
Cost
1004
1184.5
500
150.0
2000
2400.0
4115
6174.7
1860
1750.8
440
486.0
343
305.8
750
200
11212
11212
750.0
140.0
13341.8
1049.9
14391.7
Table 45: Wereda Roads Plan by Regions

Annual Work Plan, plan in km and cost in million ETB
2010/11
Region
Plan
2011/12
Cost
Plan
Cost
2012/13
Plan
2013/14
Cost
Plan
2014/15
Cost
Plan
Cost
Total
Plan
Cost
Tigray
335
117.0
515
180.0
550
193.0
550
192.7
550
192.5
2,500
878.2
Afar
241
84.0
371
130.0
396
139.0
396
138.7
396
138.6
1,800
630.3
Amhara
2,408
843.0
3,708
1298.0
3,963
1387.0
3,964
1387.2
3960
1386.0
18,003
6301.2
Oromiya
4,014
1405.0
6,180
2163.0
6,606
2312.0
6,607
2312.0
6,600
2310.0
30,007
10502.0
SNNP
1,873
27
656.0
9.0
2,884
41
1009.0
14.0
3,083
44
1079.0
15.0
3,083
44
1079.0
15.4
3,080
44
1078.0
15.4
14,003
200
4901.1
68.8
241
84.0
371
130.0
396
139.0
138.7
396
138.6
1,800
630.3
401
140.0
618
216.0
661
231.0
661
231.2
660
231.0
3,001
1049.2
21
7.0
33
12.0
35
12.0
35
12.3
35
12.3
159
55.7
7
9,568
2.0
3347.0
10
14,731
4.0
5156.0
11
15,745
11
15,746
14,731
5156.0
15,745
3.9
5506.3
550.7
5557.0
50
71523
3347.0
3.9
5511.1
515.2
6026.3
11
15,732
9,568
4.0
5511.0
334.5
5845.5
17.7
25031.4
1400.4
26,431.8
Gambella
BenshangulGumuz
Somali
Dire Dawa
Harar
Sub-total
Maintenance
Total
396
15,746
76
15,732
71523
VII. IMPLEMENTATION POLICY AND STRATEGY

RSDP IV is well placed to translate the national Growth and Transformation plan into practice.
Improving sector efficiency and adopting cost minimization approaches also become central policy
drivers for RSDP IV.
Sector strategies being planned or implemented to facilitate effective implementation of RSDP IV
and its important role in delivery of the National Growth and Transformation Plan include:
7.1
Increasing Rural Accessibility
Split of regulatory and operation departments as independent institutions
ERA has reorganized its operations and regulatory departments as independent institutions. The
former Operations Department has been reorganized as a public contractor and the Regulatory
Department been reorganized as ERA with responsibility to plan and manage the road network and
supervise road works.
To utilize their resources efficiently the RRAs need to move towards competitive bidding and
contracting out all construction and maintenance of rural road projects. RRAs need to focus on
planning, design and management of their road network.
9
Improve institutional set up of regional road agencies and Wereda road bureaus
A number of RRAs have already moved to fully contracting out design and supervision services
and construction works by decentralizing their force account operations as independent enterprises.
Other RRAs need to adopt the same policy.
Wereda are responsible for implementing their engineered community roads programs. These
programs should be implemented through contractors. Many new contractors need to be organized
at regional and Wereda level as small and medium scale enterprises. New local contractors need to
be given access to credit from micro-financial institutions and also be need guarantees of work on
community road projects.
9
Human resource development in road agencies and Wereda road bureau,
Most RRAs have implemented most of their rural road projects through force account and few
projects have been undertaken by contractors and consultants. This limits RRA experience and
capacity with regard construction contract administration. Technical assistance on construction
contract administration should be provided and ERA should share its experience to both RRAs and
Wereda road bureau.
In a number of areas the institutional capacity of the Wereda road desks is weak. The primary cause
of this weakness is insufficient numbers of appropriately qualified road technicians to coordinate,
facilitate and supervise construction of rural road projects. Attention should be given to
77
strengthening their capacity. ERA needs to support training for road technicians from Wereda road
desks in sufficient number.
9
Promoting Access to Rural Transport Services
In parallel with the preparation of the expanded rural access road program, ERA has undertaken an
extensive investigation of rural transport and mobility issues and options. This includes
investigation of detailed specifications for the design and manufacture of IMTs, provision of
guidance notes for familiarizing Wereda officials and end-users to the different options and to set
out the conditions for promoting implementation and use of IMTs within Wereda, as well as
development of a concise strategy and policy for expanding and promoting IMT use in Ethiopia.
The Ministry of Transport, Regional and Wereda level Transport Authorities will need to take the
initiative forward.
7.2 Improving Condition, Integration and Reach of the Road Network
9
Strengthen Integrated Road Network Planning and Maintenance Effectiveness
ERA has been decentralized into five regional directorates with one coordinating directorate at the
centre. Regional Directorates have the mandate for construction contract administration, road asset
management and engineering design of all road projects within their jurisdiction. Regional
Directorates are given sufficient power to take decision by themselves.
In order to manage assets properly, the regional directorates need to have accurate information on
the characteristics and condition their road sections. Inventories of roads under each regional
directorate need to be established.
The existing network management system is inadequate and needs to be improved or replaced by a
more efficient system that works both at regional and central level.
Road development should enhance optimal connectivity and efficiency in the network. Systems
need to be established for effective coordination among ERA, RRAs and Wereda road bureaus.
GIS can be used to identify economic centers and development potential areas. These systems
should include information obtained from other Federal and Regional public institutions and be
integrated into ERAs GIS system for future program development and optimization.
The success of the RSDP IV is dependent on the availability of skilled, motivated and hardworking
employees. ERAs new organizational structure provides positions for junior staff to lead and also
provides opportunity for career development. ERA will need to continue to provide short and long
term training for its employees to improve their skill and efficiency.
ERA is losing professional and experienced staff to the private sector. ERA needs to introduce a
performance based evaluation of its employees and a rewards system. This needs to serve to
improve staff retention and to provide the incentive for employees to improve productivity
78
Increase maintenance revenues and effectiveness of road maintenance
Improved systems for planning current and future maintenance needs of all roads needs to be
developed that can identify corresponding resource requirements based on network stabilization
scenarios. Continuation of the preparation of the five year Maintenance Action Plans prepared by
ERA and in parallel with preparation of RSDP, will be augmented with preparation of medium
term Maintenance Action Plans. Other actions to enhance road maintenance include:
Introduction of term maintenance contracting systems.
Expanding community participation in road maintenance by strengthening labourbased and length person maintenance systems for low volume roads.
Implementation of the findings of the Road Financing Study that earmarks new
sources of revenue for road maintenance by the Office of the Road.
9
Improve Technology Approaches
Where feasible adopt the use of intermediate equipment technology (IET). Employment of IET
based on utilization of tractor technology can reduce maintenance and construction costs of roads
significantly due to lower price, lower operating cost, longer service life and reduced reliance on
foreign exchange. Actions to promote IET in the sector will include:
Training on use of Intermediate Equipment Technology for road construction and
maintenance should be provided by ERA
Availability of spare parts for construction equipment is often limited due to shortage of foreign
currency. Conventional garages do not have the capacity to provide effective maintenance for
construction equipment at reasonable cost. The engineering industry under the Ministry of Defense
has created a capacity to provide maintenance for construction equipment and this should be
utilized. Other actions will include:
Improve maintenance service and productivity of equipment
Road project facilities being used by contractors and consultants should be replaced
by alternative facilities
9
Build Road Research Capacity
ERA is expanding its research capability. The following strategies are drawn to build research
capacity in the road sector including:
Building a dedicated facility for road research,
Establishing a road transport Knowledge and Information Centre in ERA,
Raising awareness amongst ERAs professionals and the industry at large on the
importance of road related research,
Identifying and prioritizing research needs and provide resource plans for road
research activities,
Ensuring mechanisms are available to get existing knowledge and new research
applied and into practice, and
Continuing collaboration with research partners, such as AFCAP and to expand
regional and international linkages and partnerships
79
Enforce Axle Load Regulations
Enforcement of axle load regulation has reduced damaging overloading practices in the country.
However, surveys show that some (14%) over-loading of trucks still occurs. To address the
problem and its damaging effect on the life of countrys roads the following measures will be
undertaken with renewed vigor:
Wider and more informed awareness programs for road users,
Removal of excess loading from vehicles at weigh bridge stations,
Strictly Penalize offenders,
Further random overloading controls using portable weighbridges equipment,
Improving the existing axle load regulations,
Sharing experience on axle load control from other countries.
9
Climate Change
The recent World Bank study on the Economics of Adaptation to Climate Change has shown
that the road sector can and is suffering the vagaries and adverse affects of climate change. RSDP
IV will place special emphasis on developing a better understanding of impacts of higher frequency
and more intense storm events on the existing road infrastructure, particularly vulnerable drainage
structures and bridges. Such events can also lead to reduction on designed factors of safety for cut
slopes and ultimately can lead to catastrophic failures.
Through the DFID Strategic Climate Institutions Program (SCIP) or similar modality, focus will be
given to:
Developing a better understanding of the potential impacts of climate change on
the road infrastructure and adapting plans and approaches accordingly.
Sourcing climate financing for supporting actions needed to improve climate
resilience of roads and structures
It is also recognized that the road sector has the potential to enact actions that mitigate and reduce
emissions of atmospheric pollutants and can better pursue a clean path of development for the
sector. Special emphasis will be made to:
Identify policies, strategies and intervention standards whereby the sector can better
manage emissions and reduce its carbon footprint.
Addressing the roads challenge requires substantial investment in infrastructure and maintenance
programs. The materials used to construct roads, the construction methods applied and the
subsequent maintenance regimes will have an associated carbon footprint. Decision-making for
building and management of road infrastructure will need to consider and take account of the
carbon consequences at the design and planning stage, in the same way that financial and economic
costs are considered.
Some immediate steps that can be taken are to promote the use of biofuels, particularly bio-diesel
throughout the industry; minimize heavy equipment usage by reducing standing times and also by
substitution with lighter and more efficient equipment or labour; promote traffic free-flow and
alternative means of transport in major urban areas and actions that will reduce congestion;
80
adoption of design technologies that improve road use and optimize fuel efficiency and active
promotion technologies that reduce the requirement and reliance on heavy hydrocarbons.
9
Safe Road Systems
Most recent estimates of the total annual accident costs carried out as part of the WBGRSF review
and based on percentage of GDP indicate that the total costs of fatality, slight injury and property
accidents are in the order of 1% of GDP.
Progress made on tackling road safety issues during the RSDP, should be continued through RSDP
IV. RSDP IV can provide a platform for further improvement of road safety management in
Ethiopia. Initiatives and plans (the Short and Medium Term Road Safety Program) when
continued, implemented and expanded will strengthen the basis for road safety management.
Improved procedures are needed to evaluate road safety engineering interventions, traffic law
enforcement operations, driver training, vehicle testing and emergency medical care. Actions to
improve the road safety situation through RSDP can include:
Institutions involved in road safety management to set clearly defined targets with clearly
defined baselines and benchmarks for improved road safety performance in their field.
Regular road safety audits to be undertaken and impact studies conducted. ERA will
prepare a road safety audit manual for application in its road design and implementation
projects.
Equipment and training provisions made for the implementation and enforcement of
speed, driving under influence of alcohol or other drugs, and fatigue management.
Standards developed for accident rescue and evacuation and recovery and rehabilitation
of crash victims from the road network.
Strategies developed to improve coverage for a nationwide emergency ambulance service
and needs assessments made of hospitals that deal with crash victims.
Improved systems to collect and manage data on a regular basis on vehicle speeds, safety
belt usage, helmet wearing and fatigue management for a desired result focus.
Actions taken to improve road safety coordination and improve efficiency in revising
legislation governing driver behavior such as seat-belt law, revised and modern law
against drinking and driving and functional and enforceable safe system speed limits .
A comprehensive, result-oriented demonstration project to improve road safety on the Addis

Ababa Galafi highway, the major road transport link in the country is under consideration by
Government. Such a demonstration project will show that a system-oriented approach can achieve
results, address most of the difficulties listed above and serve as a model for continued efforts.
7.3 Cost Minimization and Improved Efficiency
Increased road works costs pose a considerable risk to the road authorities ability to deliver on
plans. Soaring fuel prices, shortages of construction materials, difficult project locations, bidding
atmosphere and competition, currency fluctuation and inflation at the global and national levels all
pose a threat. Government is supporting a cost minimization and improved efficiency drive in the
road sector that includes the following initiatives.
81
7.3.1 Strengthen Domestic Construction Industry

9
Build the capacity of private local contractors and consultants and increase their
participation in road sector development
The number of private local contractors in the road sector is inadequate and their small numbers
weakens competition. The number of local contractors should be increased and their capacity
constraints be addressed. The following strategies have been devised and are being implemented:
Revising and easing entry requirement into the industry,
Identifying contractors with capacity constraints and assisting plans to improve,
Increasing the number of local contractors from the current 15 to 100 by 2014/15,
Strengthening the performance based contracting arrangements, and
Familiarizing, by demonstration, contractors on the latest construction technologies and
their application
9
Build the capacity of local consultants and improve their participation in the road
sector
Participation of local consultants in road sector development is increasing. ERA awards all studies
of road projects financed by GOE to local consultants. Local consultants also participate in studies
being conducted by international consultants as local associates. However, because of inadequate
experience and skill, participation of local consultants has still not yet reached the desired
professional level. Local consultants should be encouraged and their professionalism strengthened
by:
Developing systems to address capacity constraints,
Developing systems that will improve awareness by the local consultants on professional
ethics and will hold consultants accountable for their work, and
Increasing the number of local consultants from the current 25 to 50 by 2014/15
9
Build the capacity of state owned contractors and consultants
The scale of road construction in the country has been increasing under successive road sector
development programs. The participation of state owned contractors including the new contracting
enterprises emerging from restructuring of the road authorities is an essential part of the efforts to
increase the role of domestic contractors and consultants in the road sector. State owned
contractors and consultants have a crucial role to play in stabilizing the road sector market. The
following strategies are drawn on to build the capacity of state owned contractors and consultants
and assist them adjust to the private sector:
Undertake a capacity assessment of state owned contractors and consultants,
Reorganize state owned contractors and consultants under the Ministry of Urban
Development and Construction, and
Develop systems to regularly review performance and improve their working systems.
82
7.3.2 Increase Training and Skills Enhancement

9
Increase the number of professionals in the road sector
The number of local consultants in the road sector is low due to shortage of qualified professionals.
Local contractors have been unable to complete physical works on road projects at agreed times
and cost due to shortage of qualified professionals. To address the shortage of qualified
professionals in the road sector the following action plan is adopted:
Provide long-term training to 4,500 professionals, particularly engineers from road

agencies, contractors and consultants.
Train road technicians under government vocational training programs,
Building sufficient capacity in the road sector and addressing bottlenecks in project implementation
requires a significant increase in the number of competent technicians joining the road construction
industry. Road building technology will be included in the vocational training curriculum of the
country. Strategies to increase the number of technicians in the road sector include:
Classification of the required road construction skills for vocational training programs,
Identification of testing instruments for road skills,
Establishment of road skill testing centers,
Testing of road technicians working in the sector to identify champions,
Use of champions to lead technician training, and
Development of testing and registration systems for all road sector technicians
Improve road technician skills on paved road construction and maintenance
The quality of bituminous surface treatment on recently completed road projects has been poor.
To address the quality problems and ensure improved quality in surface treatment works the
following strategies will be implemented:
Implement an industry wide training program on surface treatment design and

construction,
Produce a best practice manual for the industry,
Ensure that contractors have the required equipment and competence during tender
evaluation and execution of works,
Develop quality monitoring systems for bituminous surfaced road projects, and
Give priority to contractors with longer experience and reputation in bituminous surface
construction.
Establish an equipment testing, handling and utilization centre
Alemgena Training Centre is the only centre in the country that provides training on construction
equipment operation, handling and maintenance. The centre plays crucial role in supporting the
road sector. Training programs should be revised in line with the national strategy on technology
testing and application. The strategy requires persons being hired in the public and private sector,
after being graduated from technical schools, colleges and universities, to be tested to ensure that
83
they possess the requisite skills and competence. Alemgena training centre have experts and
equipment to test personnel. Strategies to implement this national policy include:
Establishment of a testing centre at Alemgena Training Centre,

Equipping the centre with the required testing facilities,
Enhancing the capacity of the centre to provide testing service at national level and to
modernize the working systems of the centre
7.3.3 Improve Management and Approach

9
Complete road projects on time and within budget
Delays in works projects leads to cost increases. Progress of civil works of road projects has been
improving but further efficiency gains are possible. Local contractors should be encouraged to plan,
perform and monitor civil works throughout the period of implementation of the road projects.
Strategies devised to improve delivery time include:
Completion of mobilization period on time and as set out in the contract document,
Development of systems allows contractors to construct, and the client to accept, a given
length of project within set time periods,
Development of systems that highlight quickly any unexpected or perceived problems on
site and that allow guidance and decisions to be implemented quickly,
Where feasible, promotion of Design and Build delivery systems, and
Provision of motivation and incentive to contractors who perform well.
Improve the quality of road projects design
Problems resulting from inefficiencies in the detailed project designs should be minimized. Most
design problems are occurring due to inadequate attention given to project design by consultants.
Lack of professional ethics is major reason for poor quality of road projects design. Consultants
awareness of professional ethics should be improved and code of ethics should be prepared.
Strategies are prepared to address ethics and other problems related to project design. Through
monitoring, consultants not adhering to the code and demonstrating insufficient skill and
competence will be excluded from future design projects.
Further initiatives to improve the design quality for road projects include:
Revision of the ERA national standards, manuals and specifications for roads and
bridges
Improve right-of-way management
To ensure that contractors are not delayed and that the progress of works is in accordance with
the agreed contract the road authorities will work closely with government agencies, utility
suppliers and local administrations to ensure that obstructions are cleared in good time from the
right-of way (ROW). The road authorities will:
84
Provide regular information to all concerned authorities, agencies and local

administrations on the status of pre-construction activities and planning
Ensure that tendering will only take place after removal of obstructions from the ROW.
9
Reform central garage
The structure and working systems of the ERAs central garage will be reformed and the efficiency
improved by:
Staff training on latest technologies and similar to those for all private enterprises.
Promote bulk purchasing of construction materials and equipment
The prices for construction inputs, such as steel, equipment, spare parts and other inputs, are
continuously escalating, reflecting both global and local demand. All construction sectors are
affected and demands on foreign exchange is high. Where possible efforts will be taken to produce
inputs locally and/or inputs should be procured in bulk from foreign factories. Bitumen should be
purchased by central institutions and made accessible, at competitive prices, to the whole industry.
Vehicle and equipment purchases for projects should also be made in bulk where this is possible.
Measures that can be taken to reduce and stabilize local input prices of construction equipment and
materials include:
Creation of favorable conditions for local production of steel,

Procurement of steel from foreign manufacturers by issuing order, and
Development of appropriate systems for the bulk purchase of bitumen at central level
and consolidated purchase of construction equipment and plant from manufacturers
Local manufacture of intermediate equipment and tools
Manufacture of intermediate equipment such as tractor-towed rollers, trailers, water-bowsers and

graders is straight-forward and well within the capability and skills of the country. This type of
equipment will be used for the construction and maintenance of rural roads and application can be
expanded for construction and maintenance of higher standards of roads. To promote and expand
the use of intermediate equipment technology the following strategies are drawn to
Identification of suitable intermediate equipment technologies and tools for road works,
Local manufacture of intermediate equipment and tools
Importation of suitable intermediate equipment for demonstration to the road agencies
and industry training
Improve construction contract administration
Although ERAs construction contract implementation capacity has improved over the period of
the RSDP, further efficiency gains are needed. In particular,
Quality management systems will be implemented and followed, and

Improvements to the national construction tendering and contract documentation will be
made.
85
VIII. MONITORING AND EVALUATION MECHANISM

Implementation of road sector development program will require continuous follow up and
evaluation.
Implementing agencies will monitor RSDP activities through preparation of physical and financial
accomplishment reports, attending site meetings and making other visits to monitor progress and
assist decision taking.
ERA will prepare annual and mid-term evaluation reports for the RSDP, assessing performance
across the program. An annual national workshop and meeting will be organized for detailed
presentation of progress and discussion with all stakeholders. Road agencies (Federal, Regional and
Wereda) will hold regular project management meetings to discuss and address problems and issues
arising during implementation of the road projects and other program actions.
The monitoring, evaluation and reporting frameworks will follow those successfully adopted for
earlier phases of the RSDP.
9
Transport Poverty Observatory
The work of the Transport Poverty Observatory study will continue. Specifically, the program will:
Evaluate the social, economic and environmental impact of road transport investments
on four corridors
Establish the relationship between transport investment and poverty alleviation
Develop road corridor development plans for local communities
Collect monitoring indicators for social and poverty impact
Examine transport service characteristics
Review public policies and modal investments to improve the travel environment, social
and economic well being.
As part of the annual monitoring, indicator reports will be prepared. These will capture a total of 35
monitoring indicators (10 direct indicators and 25 indirect indicators) that identify the impact on
and reflecting the influence of road interventions on wider growth of the economy and the socioeconomic welfare of the populations in road corridors.
Study findings will be distributed to all stakeholders as part of the annual RSDP meeting.
9
RSDP Performance and MDGs Transport Indicators
The RSDP Performance and MDGs Transport Indicators study will continue throughout the
period of the RSDP IV. The study will be undertaken by a local consultant and will provide an
analysis of the role of road sector development with respect to accelerating development and the
contribution of the road sector toward achieving the Millennium Development Goals. Year on year
reports summarizing indicator data and targets will be updated and distributed to stakeholders.
Study findings will also be distributed to all stakeholders as part of the annual RSDP meeting.
86
Sector Budget Support Monitoring
The level of disbursement of the variable tranche component of the EU Road Sector Budget is
linked to achievement against a fixed set of road sector indicators. Performance against the
indicators is monitored annually and reported on independently. This monitoring system provides a
second series of safeguards on adequacy of performance across the sector.
87
IX.
RSDP IV PROGRESS AND OVERALL EVALUATION REPORTING
9.1 Project Component Reporting

Arrangements for information flow from the various project contractors and consultants, in order
to avoid delays and any likely cost over-runs, will include:
9
Monthly Progress Meetings
ERA and RRAs will attend the regular monthly site meetings with the contractor and supervising
consultant.
9
Site Visits and Inspections
Decisions regarding performance of projects, problems and proposed activities will be made by
conducting site visits and inspections.
9
Quick Evaluation Method
A quality oriented evaluation system will be implemented that allows rapid data collection and
feedback from project stakeholders and road users. Rapid systems for conducting follow-up
actions, capture of lessons and recommendations for future actions will be implemented for
management.
Decentralization of the contract administration, road asset management and design functions to the
five regional directorates will enable tighter project monitoring and control.
9.2 Program Reporting
Each of the road authorities and agencies at Federal, Regional and Wereda level will be responsible
for implementation, supervision and reporting of their respective components. ERA, in addition to
undertaking its own component, has overall responsibility for the program. ERA will therefore,
monitor all stages of execution of the various components to ensure that each stage of
implementation is completed on time and within the defined budgets.
The ERA Directorate of Planning and ICT will be responsible analyzing and compiling all data and
for preparing of reports. The monthly and annual monitoring and reporting mechanisms, used
successfully in earlier phases of the RSDP, will continue to ensure effective monitoring of various
implementation activities.
Project accomplishment reports will be prepared on a monthly basis. Five annual summary reports
setting out physical and financial progress and assessment of the annual program and its various
components will be prepared and distributed to stakeholders.
An annual meeting will be held with all RSDP stakeholders where details of the progress of the
program and other related sector work will be presented.
88
PART THREE:
RSDP IV SUB-PROGRAM
UNIVERSAL RURAL ROAD ACCESS
PROGRAM
I.
THE RATIONAL FOR ACTION
1.1 The Current Situation in Rural Ethiopia

The constitution of Ethiopia assigns extensive power to its eleven regional states (Addis Ababa,
Afar, Amhara, Benishangul-Gumuz, Dire Dawa, Gambela, Harari, Oromiya, Somali, Southern
Nations, Nationalities, and People's Region and Tigray). Each region has an elected regional
council with legislative and executive power to direct the internal affairs of the region. The
structure of regional government and its sectoral public institutions is replicated to the district
(Wereda) level and sub-district (Kebele) levels.
Ethiopia is a country of great geographical, climatic and cultural diversity. The main climatic
regions include arid, tropical rainy and temperate rainy areas. Most parts of the country consist of
an enormous plateau more than two kilometres above sea level. The plateau has mountains over
4,500 meters, such as the highest peak at Ras Dejen, 4,620 meters above sea level and some of the
world's deepest canyons. Ethiopias high plateaus and mountain ranges are characterized by
precipitous edges and dissection by numerous streams. These areas constitute about 45 percent of
the total area and are inhabited by close to 80 percent of the population, the majority engaged in
small scale farming.
The country's diverse topography, high mountains to low-lying depressions, has the effect of
causing a wide variation to the countrys climate. Most of the country has distinct wet and dry
seasons. There are three primary climate zones differentiated by elevation, Degga (above 2,500
meters and cool); Weina Degga (between 1,500 and 2,500 meters and daytime temperature in the
range 18 to 20oC) and the Kolla (the warm low-lying eastern border region (lower than 1,500
meters). Below 1500 meters are the lowland areas, located in the north-west, east and south. The
vast majority of these areas support nomadic and semi-nomadic pastoralism. The descent to the
southwest and west leads to the semihumid lowlands.
The tablelands provide the fertile areas used for agriculture and livestock rearing. Agriculture
remains the dominant sector in the Ethiopian economy, accounting for around 50 percent of
Ethiopias GDP. Growth of the Ethiopian economy is thus highly dependent on agriculture with
trade, exports and foreign exchange earning based heavily on agricultural products (including
coffee, chat, hides, skins, sugar and spices).
Approximately 66 percent of the total land area of 1.1 million square kilometres is potentially
suitable for agriculture. Ethiopian soils are fertile, but only around 14 percent are utilized for
cultivation of cash crops. The Ethiopian highlands also provide a vast water resource potential, yet
only 1 percent of the estimated annual surface water of 110 billion cubic metres is harvested for
irrigation and hydropower.
Over 85% of Ethiopias population of close to 80 Million (second most populous in sub-Saharan
Africa) live in its rural areas, gaining their livelihood directly or indirectly from the agricultural
sector. Per capita income growth and food security are thus highly dependent on agriculture.
Growth remains central to Governments drive for sustainable economic development.
89
The over-riding development agenda of the Growth and Transformation Plan is to sustain the rapid and
broad-based growth path witnessed during the past several years and eventually end poverty.
Extract - Growth and Transformation Plan 2010-2015
1.2 The importance of Rural Transport and Services in Ethiopia

The reason for the continued prevalence of poverty with such magnitude is generally associated
with low growth, low productivity of subsistence agriculture and a reliance on rain-fed cultivation
vulnerable to the vagaries of weather conditions. Problems are aggravated by the countrys rugged
terrain, its uneven geographic distribution of population and the predominance of isolated rural
settlements with poor spatial integration. Isolation and unreliable or non-existent access to markets
stifles economic activity and further adds to the rural poverty burden.
Without a minimum of reliable and efficient access to locations of basic social and economic
activities, rural life as a whole stagnates, local development prospects remain limited and the whole
economy suffers. Drought adds a significant risk and can threaten to take the lives of millions of
rural people.
Providing and maintaining a minimum level of basic access is therefore an essential element of any
rural and economic development strategy. Improved logistics to support trade and
communication, the location of services, and the provision of cost effective transport
infrastructure and services are key.
Approximately 64 per cent of the land area in Ethiopia lies more than 5 km from an all weather
road. Some 48 million people in the rural areas of Ethiopia live further than 2 km away from the
nearest all weather road. On average, households are often more than 10 kilometres away from a
dry-weather road and 18 kilometres away from public transport services.
Communities are often left isolated and without access, particularly during periods of rains. This
excludes them from exposure to new ideas and influences1. Remoteness, isolation and lack of
services increases vulnerability and severely constrains their ability to contribute to the economy
and development of Ethiopia.
Investment in transport, and particularly road transport, improves the well being of the poor.
Provision of all-weather roads:
improves the quality of universal education it makes it possible to recruit and retain
qualified teachers and assistants;
improves access by the poor to human, natural, social and financial resources that they
need to raise living standards and welfare;
provides opportunities for the poor to participate more fully in development opportunities
it gives access to markets, jobs, schools, social and health facilities;
provides both short (road building) and long-term (road maintenance) employment
opportunities; and
Illustrative facts, World Bank, January 2005
90
reduces the negative impacts of natural disasters and shocks and provides the links needed
to manage it.
The greatest returns for agricultural productivity, food security and poverty reduction often come
from appropriate investments in roads.
In sub-Saharan Africa the transport sector is clearly one of those that needs to be enabled to achieve the quantum leap in
scale and ambition that was called for by the UN Secretary-General.Increased effort on rural infrastructure and
services to raise the overall level of maintenance and hence reliability and simultaneously, to strengthen and extend the
network in close coordination with emerging agricultural potential
Extract from working document for meeting of experts, African Transport Ministers Meeting,
April 2005.
1.3 Policy Framework

Governments policy and action framework with regards improved rural accessibility is driven by
the Growth and Transformation Plan (2010-2015), GTP. The Growth and Transformation
Plan is underpinned by the Road Sector Development Program (RSDP IV)
The Growth and Transformation Plan constitutes Governments guiding strategic framework for
the five year period 2010-2015 and is considered to be a high growth path to build an economy
which has a modern and productive agricultural sector.
The GTP is directed toward achieving Ethiopias long term vision of sustaining rapid and broad
based economic growth, transforming the countrys economy from a subsistence-based agrarian
economy towards a modern, industrialized economy underpinned by the agricultural sector. GTP
is anchored on experiences drawn from earlier and successful programming and policies such as
the PASDEP (2005-2010) and the process of the Agricultural Development Led Industrialization
(ADLI) strategy. The over-riding aim is to sustain the current levels of growth and end poverty.
In line with the strategic objectives for Ethiopias economic development, the Road Sector
Development Program (RSDP-IV) is closely aligned to the objectives of GTP. The roads subsector has targets for the improvement and expansion of the countrys road network and these
targets have been influenced by the needs assessment of the required road infrastructure with
respect to the Millennium Development Goals.
Table 46: Growth and Transformation Plan Targets
Development Objective
Indicators
Baseline 2009/10
Growth
Real GDP Growth
11.0
Reducing Poverty
Total Poverty Head Count,
29.2
%
Improving
the
Food Food Poverty Head Count,
Security Situation
%
28.2
Target 2015
11.2 p.a
22.2
21.2
91
An important sub-Program of the earlier phases of the Road Sector Development Program, with
specific emphasis on the rural sector, was the Ethiopian Rural Travel and Transport Program
(ERTTP). ERTTP explored methods, technologies and approaches for new road construction and
improvement at community and village level, in the context of poverty alleviation and improving
accessibility for the rural poor.
The key objective of Government, as enunciated in the GTP, is to improve peoples livelihood
through sustaining higher economic growth, progress towards the MDGs and eventually to
eradicate poverty.
1.4 Building on Success and Progress in the Road Sector
Successive Road Sector Development Programs (RSDP) have been successfully implemented.
These RSDP have been aligned with the goals and objectives of the governing strategic
development frameworks. The current RSDP-IV (2010-1015) is thus aligned fully with the
objectives and targets of the GTP (2010-1015).
One of the thrusts of the GTP is the intensification of support to marketing farm produce both
for the domestic and export market, and by small and large farmers. Key measures identified and
intended to achieve this include:
Construction of farm to market roads,
Improved availability of agricultural research and extension services (access to fertilizers,
seeds, pest control measures and veterinary services ) and improved marketing, and
Promotion of high value crops for export (spices, cut flowers, fruit and vegetables,
sericulture).
Between 1991 and 2004, the rate of expansion of the road network has been of the order of 8.5
per cent per annum on average. In terms of meeting the Millennium Development Goals, the
required rate of expansion would need to rise by some 16 per cent per annum over the period
2004-2015.
The RSDP performance over the thirteen-year period 1997/98-2009/10 has been significant and
substantial as illustrated by the increases gained on the selected target indicators, shown in Table
47.
Table 47: Increase in Selected Indicators
Indicators
Proportion of Total Road network in Good Condition
Road Density/ 1000 sq. km
Road Density/ 1000 Population
Road Density/ 1000 sq. km (including community roads)
Road Density/ 1000 Population (including community roads)
Proportion of area more than 5 km from all weather road
Average distance to all weather road, km
1997
17%
25%
21%
22%
24.1 km
0.46 km
24 km
0.49 km
79%
21.4
2010
70%
54%
50%
56%
44.4 km
0.58 km
136.6 km
1.83 km
64.2%
11.3
92
The impact of the RSDP on the expansion of the community/Wereda road network has been
encouraging as outlined in Table 48.
Table 48: Accomplishment of RSDP - Community Roads
Period, Yr
Plan, Km
2004/05 to 2009/10
80,000
Accomplished, Km
100,384
% Target
125
The distribution of the network of rural roads, comprising those administered by the Regional
Roads Authorities and the Wereda/community is shown in Table 49.
Table 49: Rural Road Network
Total Regional Road
Network (km)
Total Community
Road Network
(km)
Total Rural Road Stock

(km)
Tigray
1,473
5,614
7,087
Afar
1,101
3,988
5,089
Amhara
3,683
22,480
26,163
Oromiya
8,354
43,974
52,328
Somali
2,137
1,351
3,488
SNNP
7,482
17,413
24,895
BenishangulGumz
1,590
4,695
6,285
Gambella
846
489
1,335
Dire Dawa
Total
278
26,944
380
100,384
658
Region
127,328
1.5 Building on Experience in the Road Sector

Launched in 2003 by the Government the Ethiopian Rural Travel and Transport Program worked
in eight districts to build roads, expand transportation and construct essential public facilities.
Wereda communities are feeling the benefits of this pioneering program that brought new
approaches to the development of rural Ethiopia. Building the foundations for better roads in the
Wereda has enhanced the ability of districts to plan, carry out and maintain a whole range of
practical improvements.
The ERTTP approach demonstrated the means by which not just access, but a sustainable and
reliable access, can be made universally available to all.
More than 100 Wereda now have a ten-year strategic plan and annual development plan that
includes road provision and maintenance. Better local planning is having an impact on the quality
of local transport and services. Sensible planning of other essential infrastructure, such as clinics,
93
schools and water supplies, can, when provided with reliable linkages, bring facilities ever closer to
the rural poor.
The approaches demonstrated through the ERTTP can make roads accessible to all and can
decrease the distances to them to within the accepted international markers of 2 km. Community
roads, built without the correct technical support, are not sustainable in terms of the standard
adopted, quality and maintainability. In contrast, those community roads constructed under pilot
project of ERTTP can provide the needed access and have benefited the rural communities.
We can now get a wider range of goods at the market as the bus operates twice a week, says Birahan who sells
tellaa (local beer) for a living.
Birahan lives in Dera, in the north west of the country, in a Wereda enriched through the
ERTTP experience.
Through the period of the ERTTP, the Federal and Regional Road Authorities have been
instrumental in strengthening the ability of the Wereda authorities to carry out improvements
themselves. For instance, investments made in three of the Wereda districts through the ERTTP
have seen road lengths almost triple. As well as creating employment opportunities for rural
dwellers, many of them women, the expansion of the local road network has encouraged the
emergence of public and private transport services that didn't exist before. Trucks hauling goods
to and from market, buses transporting passengers and carts and bicycles providing a local taxi
service, are not uncommon. Whilst demand for transport services has increased there has been an
attendant reduction in fares this has meant that more people are now able to travel to markets,
service centers and clinics, even during the worst of the rainy season.
The ERTTP has shown that the improvement of access to social and economic centers within
Wereda and Kebele can be achieved through the appropriate development of road and other
infrastructure, in tandem with making available affordable means of transport and transport
services. Success of the approach can be demonstrated in all regions of the country and across a
range of Wereda with differing agro-ecological and livelihoods systems.
The experience of ERTTP has provided important information, data, planning tools and
implementation manuals for application at a Wereda level.
Successive external reviews of pilot projects under ERTTP have commented on the good
standards and quality of the roads, drainage works and bridges constructed in the pilot Wereda. It
only remains to spread the message, impact and benefits of this experience to the rest of the
country.
I used to travel to Wukro on foot and spend more than a day bringing commodities to sell. As a result of the
road that connects our village, Gebra Kidana to Atsbi, I can now pay 8 birr for the bus journey and it now just
takes me one hour to get there!
Words of Tesfaye, a retailer from a rural market in an ERTTP Wereda
1.6 Rural Transport Services

Importantly, access is not just a matter of providing roads. Freedom of movement depends on
provision of appropriate transport services. Efficient rural transport plays a huge role in promoting
94
rural development by lowering transport costs, cutting travel time and improving the quality of
transport services.
Most Ethiopians still rely on pack animals and carrying loads on their own heads and backs to get
goods to market. The ERTTP has shown that other, more efficient; options are available at
affordable cost. Animal-drawn carts are just one example.
The Growth and Transformation Plan stresses the importance of agriculture, and rural
transportation infrastructure and services. As agriculture will be the most critical for sustained
improvements in Ethiopias growth performance, involving revitalization and higher productivity
in traditional areas such as coffee, cereals, pulses, oilseeds, and hides and skins, as well as progress
in new crops such as high value fruits and vegetable, floriculture, rice, cotton, and agroprocessing, there is the implied need for the expansion and improvement of rural transport
services, as well as roads.
Key Lessons from Ethiopian Rural Travel and Transport Program
Main Message
Potentially dramatic improvements to local areas in Ethiopia can be brought about
improving rural access and mobility
Improved Access
Wereda and Kebele level roads constructed or improved using the approaches developed under ERTTP have
brought about substantial reductions in travel time in eight pilot Wereda.
Farmers can now travel to local markets and traders deliver agricultural inputs and purchase agricultural
produce from farmers
Improved Mobility
Mobility in rural areas has increased due to the introduction of new transport services. Moreover, in some
Wereda, the use of Intermediate Means of Transport (IMTs), mainly animal carts, has increased due to
interventions such as new credit schemes.
Constructing new facilities such as health posts and schools closer to users has reduced travel time and increased
usage.
Income Generating Activities
Wereda report positive changes in the socio-economic conditions in rural areas, including increases in farm
production, increases in marketed output, diversification into new products, reductions of the price of
manufactured goods in local shops and the increased availability of micro-credit.
Labour-based methods, generating employment, have been successfully used for most road construction
interventions, achieving satisfactory standards that are maintainable. is sustainable. Labour-based methods
have also proved popular with local people.
Farm gate and local market prices for local produce have increased.
Source External Assessment of ERTTP (2008)
95
Anticipated growth in industry, centering around light manufacturing, leather products, textiles,
food and beverages has significant agriculture sector linkages to further increase demand. This
requires the reduction of Ethiopias transport services deficit in rural areas.
Synergy is needed between efforts to expand rural access roads and the provision of suitable and
affordable transport services.
Intermediate Modes of Transport (IMTs) can play an important role as efficient option, in terms of cost and
time, particularly for short distance and low density trips relating to farm and off-farm activities. The
development potential of IMTs has been under estimated, partly due to lack of awareness of available technology
and its benefits, lack of policy and strategy, gaps in exploring and adopting appropriate designs for low cost
motorized and non-motorized means; inadequate decentralized production capacity; insufficient attention to cost
effective methods of production of, for example, Animal Drawn Carts (ADCs) and Hand Drawn Carts
(HDCs); weaknesses in providing a regulatory framework and enabling environment for access to sources of
finance.
Extract Promoting the Use of Intermediate Modes of Transport (IMTs) in
Rural Ethiopia: ERA, 2010
Along with governments plan to improve rural road access, there is a need to embark upon
interventions beyond roads that will improve rural transport and logistical infrastructure and
services. The Road Sector Development Program (RSDP) Performance and Millennium
Development Goals (MDGs) Transport Indicators Annual Reports show that the largest
proportion of the rural population is adversely affected by poor accessibility and mobility. This is
particularly evident in view of the small size of the motor vehicle fleet and the limited role, to date,
of IMTs.
With the anticipated increase in agricultural productivity and production in rural Ethiopia, the
demand for transport will grow. Agricultural inputs and surplus will need to be moved far more
cost-effectively.
Complementary to rural road provision, it is recognized as important to:
develop a series of detailed specifications for the design and manufacture of IMTs;
provide guidance notes to familiarize Wereda officials and end-users on different IMT
options;
establish the conditions for promoting implementation and use of IMTs within Wereda;
and
develop a concise strategy and policy for expanding and promoting their use in Ethiopia.
1.7 Kebele and Wereda Access
In response to a general lack of multi-sectoral needs based plans at the local level Government
commissioned the preparation of Wereda Integrated Development Plans (WIDPs) that included
both transport (Wereda Travel and Transport Plans - WTTPs ) and non-transport plans. To
ensure that these were well coordinated and were harmonized with the Wereda development goals,
the plans were developed using participatory approaches at all levels (consultations with
communities and different stakeholders at the Wereda, Regional and Federal level).
96
Impact of Improved Rural Road Provision: The case of the Daleti Oda Bildigulu Road
The Daleti Bildigilu (37 km) road provides the only road link into the Wereda.
Travel time by bus now only takes about 30 minutes, compared to 12 hours walk or 5-6 hours by truck
previously.
The road construction provided an incentive to farmers to increase the production of sesame and other products for
the market (sesame production per farmer has increased from 2,000 kg in 2003/4 to 12,000 kg a six-fold
increase).
New land has come under cultivation. Over the period 2004/05 to 2007/08, it is estimated that about 10,000
hectares of land had been cleared and is being used for agricultural purposes.
Further agricultural diversification through the adoption of higher value crops is now a strategic objective of the
wired.
Prices of manufactured goods at Bildigilu have dropped by around 20% compared to the level in 2003/04. For
example, the price of 1 kg of sugar has reduced from 12 ETB to ETB 10 and 100 units of soap from 240 ETB
to 200 ETB.
People have better access to the vegetable market at Daleti. This has enabled them to eat a wider variety of food
products, resulting in improved nutritional status.
Source External Assessment of ERTTP (2008)
Wereda plans provide the appropriate information in an integrated framework that guides the
prioritization of infrastructure interventions, including roads. The plans also capture maintenance
and sustainability arrangements, financing and contribution arrangements, institutional and other
requirements and monitoring, evaluation and reporting arrangements.
Specifically the Wereda Travel and Transport Plans capture:
Road network by road class, type and length including village tracks and paths;
Location and utilization of other transport infrastructure e.g. waterways
Road and waterway maintenance & funding arrangements
Characteristics of travel demand and supply in the Wereda
Characteristics of availability of intermediate means of transport, including animals
Statistical and baseline monitoring data including Transport
Available all weather & dry weather only road infrastructure
Road Density statistics (Km/1000 km2 ) & Km/1000 Population
Average Travel Time to an all weather road
Average travel times to essential and other services (health centre, school, water, energy,
market, mills etc)
From the information and data collected during the Wereda Integrated Development Program an
assessment was made of the service levels in each region (see Table 50).
In addition to providing important baseline monitoring data the Wereda Integrated Development
Plans have also provided important planning level information at Wereda, Regional and Federal
level. This information, supplemented with GIS and other planning information from the regions
and Wereda is used to establish regional and Wereda needs in terms of Kebele interconnectivity
and access.
97
Table 50: Assessment of the Service Levels - Average of all Regions

Travel to Service
Range of Travel
Average
Average
Time, hrs, to
Time, hrs Distance, Km
Services (all
Regions)
All Weather Road
1.5 - 5.3
2.94
8.8
Health Centre
1.4 13.0
3.1
9.3
School
1.0 3.9
1.35
4.05
Water
0.7 4.3
1.41
4.2
Energy (Fuel)
0.9 2.9
1.71
5.15
Market Centre
1.4 1.9
4.41
13.25
Farm Area
0.9 2.0
1.02
3.05
Grazing Area
0.2 2.5
1.82
5.5
Grinding Mill
0.9 6.6
3.05
9.15
Table 51 provides an assessment of Kebele accessibility. Around 39% of Kebele are connected by
all-weather roads.
Table 51: Kebele Accessibilty (2009)
No.
Region
Number
Wereda
of Number
Kebele
1
2
3
4
5
6
7
8
9
Tigray
Afar
Amara
Oromya
Somali
Benshangul Gumuz
SNNP
Gambella
Dire Dawa
35
29
124
295
50
23
134
11
1
666
371
3234
6814
401
400
3806
198
47
Total
702
15937
Number of Kebele connected

of by all weather roads
In number
In percent
363
55
156
42
1074
38
2575
38
90
23
90
23
1473
39
64
32
18
38
5903
37*
* This figure increased to 39% in 2010
98
In summary:
The total Kebele and community roads in Ethiopia are estimated at approximately 100,384 km of
which around 39% provide Kebele connection to an all weather road.
Around 20% of all Kebele have community roads (about 26,000 km) providing seasonal (dry
weather) access and 37% have roads giving all weather access (range 35% to 92% seasonal access
and 23% to 55% all weather access respectively depending on region).
Some 43% of all Kebele do not have any motorable access and are impassable or unreachable by
motorized transport in any season (range 6% to 65% depending on region). Connection to these
Kebele requires construction of some 71,523 km of all weather access road.
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II.
TOWARDS UNIVERSAL RURAL ROAD ACCESS IN ETHIOPIA
2.1 Background
The Government has a set vision to make public, economic and social services physically more
accessible to the rural population. There remains a critical need to provide rural communities with
transportation infrastructure and services that ensures permanent accessibility to social and
government services, economic and business services, and better opportunities for employment
and income generation.
In response to this need, and as part of the RSDP-IV, Government is embarking on a Universal
Rural Road Access Program (URRAP) that sets out to connect all Kebele by roads of a standard
that provides all-weather, year round access, meets the needs of the rural communities, are
affordable and maintainable.
As a catalyst, the URRAP is designed to improve rural livelihoods by reducing isolation for rural
populations and to provide year round access to their markets, social and other services.
The program focuses on poverty reduction and is an important poverty alleviation catalyst. It is
seen as an essential pillar for delivery of GTP and our MDG targets and furthermore underpins
Governments actions and vision for expansion of all sectors of the economy.
The program recognizes the challenges faced by isolated communities and their constraints in
trying to take part in our economic growth. The program provides a response to the voice of the
rural poor who demand and have a basic right to access to transport, social and other services.
As part of the RSDP, URRAP joins up and harmonizes all rural road infrastructure development
under a single umbrella. The program unifies all efforts that provide improved road access.
URRAP is not prescriptive in its approach. It recognizes fully the local context, local needs, local
capabilities and local realities and builds on and rolls out the experiences and lessons learned on the
ground in Ethiopia through a number of key pilot programs and projects implemented over the last
five years or so. The program promotes application of innovation, knowledge and learning.
URRAP is realistic and achievable in that it provides the opportunity to establish sustainable road
access at an appropriate standard and affordable cost. The inclusion of labour-based approaches,
community contributions and an expanded participation by the private sector are key elements. The
program captures the preservation of assets through streamlining of sustainable maintenance and
management systems, such as implementation of length-man approaches.
The program is multi-dimensional in its outlook and inclusive in its approach. It removes barriers
and promotes participation from communities, private sector and all layers of government and as
such is a facilitator for development.
In its approach the program promotes road user safety, equality and protection of our
environmental assets.
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The vision for the Universal Rural Road Access Program is a clear and simple one: To free the
countrys rural peoples from their access constraints, reduce rural poverty, improve welfare
and opportunity, stimulate agro-productivity and share growth - a growth in which poor
people benefit.
In its mission, the Universal Rural Road Access Program will connect all Kebele by all-weather
roads and will provide communities year round access. Road infrastructure will be of
appropriate standards to meet the needs of the rural communities and will be affordable to
build and maintain.
2.2 Results
URRAP is action oriented and results based. URRAP will, in the course of its 5 year delivery
expand and improve the condition of the rural and community road network in all regions by:
Rehabilitation/ construction of 71,523 Km of all weather access roads to a maintainable
condition,
Introduction of sustainable road maintenance regimes on improved road networks,
Developing and strengthening small and medium scale private enterprises working in
support of the sector,
Creating massive employment opportunities for community and middle-level professionals,
and
Instituting and strengthening an appropriate and affordable institutional set-up at Wereda
level that can administer and manage roads under its jurisdiction.
i)
ii)
iii)
iv)
v)
2.3 Benefits
The benefits and beneficiaries from implementation of URRAP are many. The principle benefits
are seen as:
i)
ii)
iii)
iv)
v)
Substantial improvement and reliability of access for the rural population to markets,
social and other services through reduced transport time and cost
Improved access for seriously isolated areas of the country and communities, enabling
further implementation of other poverty reduction programs, such as, sector programs
in agriculture, health and education all of which require reliable transport services and
all-year access
Improved administrative and economic integration of the country and facilitation of
decentralization through the linking of rural communities, Wereda and Kebele centers,
with the larger national economy and community
Support to the decentralization process and strengthening of public administration and
planning, decision-making, implementation and progress monitoring
Support to the private sector and to small-medium enterprises who contribute to
sustainability and self-reliance.
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2.4 Guiding Principles of URRAP

In rolling out the program and in safeguarding delivery and sustainable implementation,
Government is convinced that URRAP is:
Supported at all levels of Government with strong political sanction at Kebele,

Wereda and Regional levels
Socially right and environmentally acceptable
Institutionally possible
Technologically appropriate and practical
Economically viable
Financially feasible
In moving from vision to practice and to meet the challenges ahead the URRAP is underpinned by
a series of guiding principles that together create an approach that is rational in its planning;
practical in application, pragmatic and affordable in its approach, innovative in its techniques and
methods, and is founded on sound local and regional best practice and experience.
The actions and activities of the program are guided by the following principles:
i)
Encourage Wider and Harmonized Participation in Planning, Delivery and

Management
a. Is led by Wereda administrations and captures full participation of the

beneficiary communities
b. Reflects and matches the desires and plans at local level
c. Integrates, recognizes and complements the role of other Wereda and Kebele
infrastructure investments
ii)
Establish Innovative Funding, Financing and Resource Mobilization

Strategies for Provision and Maintenance of Rural Transport Infrastructure
a.
b.
c.
d.
e.
Adopt a network approach

Recognition and support to community based efforts
Advocate innovative financing methodologies for construction and maintenance
Channel and build on all available funding sources
Seek and promote value for money investments
iii)
Apply Appropriate Design, Construction and Maintenance Standards
iv)
Enhance Employment Opportunities
a. Promote efficient use of local materials and resources, including labour

b. Implement a range of new, innovative and appropriate road provision and water
crossing technologies
c. Establish affordable construction and maintenance strategies
a. Encourage application of labour based, labour intensive and intermediate
equipment technologies
b. Give wider opportunity to women and youths
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v)
Promote Private Sector Participation and Enterprise
vi)
Address Policy and Regulatory Gaps
vii)
Adopt Sustainable Rural Road Maintenance Management Strategies
viii)
Administer a stringent Monitoring & Evaluation Framework
a. Involve the private sector

b. Improve the environment for the establishment and operation of private
companies supporting or entering the road construction and maintenance sector
c. Promote local equipment and tools manufacturing and those servicing
equipment and supplying materials
d. Enhance competition in the sector and remove uncompetitive practices
a. Bring clarity to road ownership and responsibility
b. Improve regulation and registration of small and medium sized enterprises
supporting the sector
a. Enhance management efficiency and effectiveness of governing institutions
b. Introduce appropriate maintenance approaches, equipment technologies and
skilled human resources
I. Introduce clear reporting structures
II. Regular public reporting
Integrated within all facets of the program are activities and issues that capture measures to ensure
better environmental protection and management and improve road safety education, management
and enforcement.
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III.
PROGRAM APPROACH
3.1 Technical Considerations

In determining cost-effective solutions to address access problems on unpaved or unsealed roads it
is important to understand the mechanics of how the road deteriorates in the first place.
Deterioration of these types of roads in Ethiopia is governed by the type of material used on the
surface (gravel to soil); the strength of the underlying soil (soft, erodible and/or expansive), the
type and action of traffic (heavy vehicle to pedestrian) and probably most importantly, the influence
of the road environment. The road environment would include the interacting influence of
climate (wind, rainfall and intensity), local hydrology and drainage, terrain and gradient.
Surface materials, where these are present, need to resist wear and abrasion in dry weather and
promote surface drainage and run-off in wet weather. Under traffic they need to resist whip off,
dust generation and be stable enough when compacted to resist deformation. Similarly the
compacted materials need to resist erosion and scour. The nature, strength and moisture condition
of the surface soils on earth roads and the underlying formation soils on gravel roads are critical
factors in determining performance, particularly in periods of wet weather.
During wet periods, perennial streams and major rivers will start to flow. Unless adequate crossdrainage structures, such as, culverts and water-crossings, such as, drifts, causeways and bridges are
provided, access can be prevented and often for long periods, three months is not uncommon.
Problems are worsened in areas where there is prevalence of expansive, black cotton type soils.
These soils, as their name suggests, are agriculturally potentially very productive but when roads are
built on or across them the soils become very weak and slippery when wet and even the lightest of
vehicles can bog down and become stuck.
In circumstances where motorized vehicles try to negotiate roads with high roughness, vehicle
operating costs (which include the costs of tyres, maintenance and fuels) are correspondingly very
high. As a consequence motorized vehicles and transport operators will tend to avoid roads subject
to these types of defects and no matter what time of the year. Unfortunately, this is the situation
in many parts of rural Ethiopia transport services will simply not use rough roads. Rural people
thus need to walk long distances to connect to the nearest point (all weather roads) where transport
services are prepared to operate.
Road maintenance aims to reduce user costs, improve safety, provide adequate drainage, maximize
the service life and to keep the road open. The types of materials prevalent in Ethiopia, the nature
of the climate and the terrain presents significant challenges to the operation of road maintenance
activities. Engineering challenges are often magnified by a lack of trained personnel in the private
sector who can carry out the appropriate type of maintenance works.
The challenge faced for provision of all-weather access roads for Kebele is a complex interaction between
availability of the right materials and matching traffic, climate, terrain demands and service standard demands
and providing appropriate and cost effective maintenance.
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In summary, the major technical challenges are to provide durable and functional water crossings,
surfacing with materials that provide the desired and necessary level of service and to provide
effective maintenance management.
In its approach URRAP will balance the required service standard with the appropriate design,
construction and maintenance standards.
3.2 Implementation Approach for Construction & Maintenance
3.2.1 Focus on Labour Based Actions
URRAP will make use of one of our countrys least expensive and most abundant resources
labour. URRAP is an Employment Intensive Program and will, where possible, use employment as
a first step out of poverty.
The development of locally-based (Wereda and Regional level) contractors can assist in spreading
employment opportunities into all areas of the country, and can provide the capacity at the local
level for the road improvement works envisaged under the program and its subsequent
maintenance.
Labour-based methods2 are an important entry route that allows new and emerging local
contractors into the road sector market. One of the main reasons for the success of this approach is
that by using labour-based methods, the level of investment required by the contractor is reduced
when compared with the size of investment that would be required for a more substantial
equipment intensive operation.
When labour-based methods are used, over five times more direct employment is created for the
rural unskilled workers compared with using conventional equipment-based methods. This includes
a substantial proportion (typically 30%) of employment for women. For these reasons, labourbased methods using local, small-scale contractors (or community contracts and agreements) will be
extensively used under URRAP.
Labour-based approaches can be used to build earth, gravel and other types of roads. Tried and
tested in Ethiopia over many years and in many regions, labour intensive and labour-based
construction and maintenance technologies for road works has matured to the extent that work can
be produced of similar quality to equipment based work at much reduced costs.
Many of the activities associated with road construction, e.g. setting out; bush clearing; obstruction
removal; ditching, excavation, loading and short haul of materials; unloading and shaping;
compaction; building masonry and other structures such as culverts, drifts and small bridges - are
all perfectly amenable to labour. URRAP will utilize labour on these operations.
There is a distinction between labour intensive and labour based approaches whereby labour intensive operations maximize the labour
forces use of simple hand tools, whilst labour based approaches supplement the work of the labour force by using simple or intermediate
equipment, such as tractors and trailers (with relatively low capital costs compared to conventional heavy civil engineering plant).
105
Similarly, road maintenance activities, cutting vegetation; repairs to structures; filling potholes and
scours; maintaining road signs and marking; cleaning ditches, culverts and small bridges are
achieved using labour intensive and labour based operations.
By using labour-based methods it becomes possible for contractors to enter the road sector at
different levels of skill and operation. These range from petty contracting for routine maintenance,
to periodic maintenance, construction of rural roads and sub-contracting on larger construction
contracts. With the decentralization thrust it is important to have contractors who can operate at
the local level without incurring large mobilization costs for relatively simple works, Table 52.
Table 52: Typical Comparative Construction Costs for Labor and Equipment Based
Technologies
Unpaved roads
Construction
cost of equipment
cost of labour
Equipment-based
Labour-based
option
option
(% of total cost)
80 - 82 %
10 - 12 %
30 - 40%
50 - 60%
Some of the important benefits of the program will only be realized if opportunities are taken to
maximize local employment creation and women and youths participation. The use of labour-based
methods generates a range of benefits that are well documented elsewhere.
They include skills development and job creation that are self-targeted at the rural poor who have
few other wage-earning opportunities.
The scattered nature, smaller-scale and often-remote location of much of the road provision work
under the program makes it particularly suitable for labour-based construction methods.
3.2.2 Focus on Appropriate Equipment and Tools
Labour-based methods have also been found to be cost effective compared to the traditional heavy
equipment-based methods. Conventional equipment based approaches become expensive and
cumbersome for minor road works and thus is created an opening for labour-based methods using
locally based contractors. At micro and macro levels, the use of a labour based approach has
significant economic advantages over the use of an equipment based approach in the improvement
and maintenance of roads in Ethiopia.
Motorized equipment available on the international market for grading earth and gravel roads
demands foreign exchange to purchase and is generally expensive to operate and maintain. Most of
this equipment is designed for operation in a high-wage, low-capital-cost environment. The need to
import, the costs of purchase, ownership and operation, and the nature of the grading work make
this type of equipment impractical and/or too expensive for sustainable application on rural,
unpaved roads serving poor communities in Ethiopia. There is a range of intermediate equipment
that is far more appropriate for use on these rural roads. Academic training of road engineers
usually focuses on the use of heavy civil engineering plant, based on developed country practices.
Training by demonstration and doing can be provided to emergent contractors on this simpler
equipment. There is also scope of local manufacture of tools and intermediate equipment, thus
removing the import pressure.
106
Labour Based Approaches for Road Works Experience in Ethiopia - Important

Conclusions:
Costs: Labour-based methods are significantly cheaper than equipment-based methods for similar types of
road works (i.e. the same quality and standard) in both financial and economic terms in Ethiopia. The
Regional Road Authorities using force account units, report that the average cost per kilometre for road
construction using labour-based methods compared to equipment-based methods was 54% cheaper in financial
terms and 60% cheaper in economic terms.
Based on the average financial costs for every 1 Kilometre built using equipmentbased methods 2.5 Kilometres could be built using labour-based methods
Roads standards: The standard and quality of unpaved rural roads built by labour-based methods are the
same as for equipment-based methods.
Employment creation: Employment created using labour-based methods was significantly higher per
unit of investment compared to equipment-based methods.
Some 45% of the cost of labour-based roadworks goes to labour wages compared to
22% using equipment based methods.
The employment of rural unskilled labour using labour-based methods is over four times higher than that
using equipment-based methods 21% of total cost compared to 5%.
Employment creation due to multiplier effects created indirectly by the road investment exceeded the direct
employment be a factor of about 10 times.
Macro-economic impacts: Labour-based methods generate nearly 70% higher national output per unit
of investment compared to equipment, 80% of which is due to indirect effects.
Break-even wage rates: Because the cost advantage of using labour-based over equipment based methods
is so large, the wage rate at which labour-based methods would become uncompetitive with equipment based
methods (the break-even wage) is also high. Even if unskilled wages increased fairly significantly, the cost
advantage of labour-based methods over equipment-based methods would remain.
Comparative Study of the Impact of Labour-Based and Equipment-Based Methods
in Roadworks in Ethiopia Study Rural Roads Authorities in Tigray and Amhara
Regions in collaboration with the International Labour Organization (ILO)-June
2008.
Labour, supplemented with appropriate types of low-cost intermediate equipment, such as

pedestrian rollers for compaction and equipment based on tractor technology has the advantage
that:
Productivities are increased relative to utilization of labour alone and uniform works are
more easily constructed.
It can compete effectively with more traditional heavy civil engineering plant based
operation and is used effectively for the construction and maintenance of roads
107
It complements and extends the range of labour based technologies to include costeffective soil stabilization techniques and even surface sealing
Attachments of implements makes it versatile there are a large number of implements,
towed by an agricultural tractor, that have been designed for performing a variety of road
works related tasks
Savings of the order of 15-25 per cent can be effected in items of earthworks, stabilization,
and sealing
Tractors are diverse and open a range of additional opportunities for contractors to engage in other
types of works, apart from roads (see insert).
Additional (non-road) Benefits of Promotion of Intermediate Equipment Based
Technology for Rural Enterprises
Agriculture: Ploughing, Harrowing, Rotovating, Sub-soiling, Haulage, Land Clearance, Root removal, Planting,
Seed Drilling, Fertilizer Application, Pesticide/Herbicide Application, Harvesting, Pond Construction, Dam
Construction, Borehole construction, Contour drains, Fencing (post hole boring)
Forestry: Winching, Loading, Hauling, Poling, Sawing, Access Roads
Agro-Processors: Threshing, Hulling, Milling, Haulage
Municipal: Garbage collection and Disposal, Water Haulage, Night Soil Disposal
Water Sector: Pipeline excavation, Pipe Laying, Cranage, Earth Dam Construction, Irrigation Channel
Construction, Water Pumping, Water Haulage, Borehole drilling
Building Contractors: Crushing and screening; Materials and personnel Haulage
Mining/Quarrying: Crushing and screening, Materials Haulage
Transporters: Short Haulage: Goods, Materials & Personnel
Plant Hire & Mechanical Engineering Companies: Hire to Others; Servicing and repair
Towed grading of roads is but one service that a tractor-based business could provide to the rural
communities in Ethiopia. In the agricultural sector, tractors are usually used principally for
ploughing only. The normal single agricultural season in most of Ethiopia means that productive
work in ploughing may only amount to 300 400 hours per tractor per year. This severely limits
the productive return on the capital investment in a tractor. However (see inset) there is an
enormous range of operations that an agricultural tractor can carry out in the rural economy, not
just on roads. Raising utilization by carrying out various activities and services in the annual cycle
lowers unit costs of tractor ownership and consequently the cost of services to the rural
community.
108
Application of Tractor Based Technology for Rural Road (paved and unpaved)
Construction and Maintenance
Haulage: - Gravel Haulage, Water Collection Haulage and Distribution, Bridge & Culvert Materials
Haulage, Fuel Haulage, Plant Haulage (low loader trailer or semi-trailer)
Earthworks: Excavation & Haulage (towed scraper), Excavation (back hoe/ripper/scarifier/compressor &
pneumatic tools), Loading (front shovel attachment)
Spreading and Mixing: Milling, Mixing with disc harrow, Towed grader, Water Distribution Towed
Bowser
Compaction: Towed Compaction (rubber tyred/steel rollers)
Maintenance: Towed Grading (heavy and light), Grass Cutting
Sealing: Brushing/Sweeping; Towed bitumen/emulsion heater/sprayer, Stone crushing (towed crusher and
screens), Chippings Transport, Slurry Sealing (mixer and spreader), Premix Patching Material Production
Other: Temporary Accommodation (towed caravan/workshop); Personnel Transport
URRAP recognizes that there will be instances where wholly labour intensive or labour based
approaches are not practical or feasible, for example, in sparsely populated lowland and nomadic
areas; in areas of harsh terrain where excavation is difficult, or in situations where productivity is of
prime concern.
In these situations URRAP will adopt other options, such as an extended intermediate technology
approach. In this case, whilst employment opportunities are still maximized intermediate
equipment based operations will be expanded.
3.3 Opportunities for Small & Medium Enterprises
Promoting the development and use of local resources is a central ethos of the URRAP. Local
resources include the human resources in local and regional government, the private sector and
community institutions, in addition to those employed through local entrepreneurs such as
contractors, consultants, industrialists and artisans. Local resources also include the local skills base,
fabricating, servicing or repairing locally made or intermediate equipment, as well as those
supplying local materials such as timber, stone, bricks, and other materials. Locally raised finance or
provision of materials or services in kind is another important element of the local resource base.
Larger construction enterprises, using capital intensive methods for construction and maintenance
works, generally have high overhead costs and their mobilization to the rural areas is expensive.
In its approach URRAP will promote and support initiatives that expand service provision by Small
and Medium Enterprises (SMEs).
SMEs can cater for a whole range of services that support road construction and maintenance. In
addition to the small and medium sized contractors involved directly on the works there are many
other support services and industries on which the industry depends. Opportunities for small and
medium sized enterprises expand and penetrate the market include consultancy and supervision
services, provision and supply of materials (cement, steel, fuel, quarry products), hire and
109
maintenance of equipment, manufacture of tools, and accounting and administration services to

name a few. In the works themselves, specialist SMEs with carpentry, masonry, concreting and
mechanical skills can perform works through sub-contracting arrangements.
In support of these enterprises establishing, surviving and delivering low cost infrastructure,
Government will be proactively removing barriers and constraints that effect business. In addition
to making the public more aware of the potential benefits of SME in delivering rural road and other
civil works infrastructure, Government will champion making contract documentation, prequalification and bidding procedures less onerous. For example, requirements to access advances
can be made less demanding as can the requirements for performance and other guarantees. Special
dispute resolution clauses can be built into the contracts. Payment periods can be aligned to typical
cash-flow constraints faced by SMEs. Tendering and award of contracts will be rational, straight
forward and completely open and transparent.
Procedures and opportunities to access capital or credit for equipment purchase or to bolster cashflow will be available. Opportunities to hire the right equipment will also be enhanced.
Access to local, low cost training and professional development opportunities will increase.
Sustainable funding for maintenance and opportunity to tender on civil works programs other than
roads will ensure a continuous workload.
Registration and other trading requirements will be made rational and equitable.
SMEs under the program will:
be based locally in the rural areas where mobilization costs will be lessened
have low capital and overhead costs when compared to the traditional civil works
contractor
have an inter-sector flexibility and will be able to provide services to a range of
sectors and clients outside of the road sector
use affordable, simple equipment, (either owned or hired) and will be encouraged to
maximize and utilize locally available labour
recycle more of the project costs into the local community and country as a whole
3.4 Technical Options & Approaches for All-Weather Access Standard

URRAP does not impose stringent and unaffordable standards. It recognizes that there is a natural
progression in standard as traffic increases and road user costs increase. Traditional engineering
approaches impose strict criteria for geometric design, materials, pavement thickness design,
drainage, and surfacing. In its approach, URRAP will promote flexibility of approach,
appropriateness of intervention (suited to labour), affordability (value for money) and
maintainability (sustainability).
The guiding principles for adoption of appropriate road design standards under the program takes
the following criteria into account:
Kebele roads will achieve a full access, all weather standard
110
Economic and financial considerations

Road function and control of access
Road safety considerations
Land use and physical features e.g. special characteristics of junctions, roads passing
through villages and settlements
Design vehicle and vehicle considerations
Using innovative techniques to deal with the engineering challenges of water
crossing, drainage and terrain.
The low traffic volume requirements mean that road improvements can be planned at the lowest
practicable standards, if costs are to be justified by benefits obtained.
3.5 Design Considerations
The purpose of rural roads falling under URRAP is to provide communication and access over
relatively short distances, their geometric design does not need to cater for high speed travel over
long distances. Most of the traffic on the road will be local, and most users are presumed to be
familiar with local conditions. Due attention will be given to matters of safety, particularly that of
pedestrians. Delays caused by short sections of reduced geometric standard, making it difficult to
easily overtake slow-moving vehicles, would be deemed acceptable under URRAP. With these
factors in mind URRAP roads can be built at relatively low cost.
In those few cases where entirely new alignments are to be provided, then consideration of the
existing terrain becomes more important. It may be necessary to provide an alignment that
deviates from the shortest route to avoid poor ground conditions or to make use of a particular
source of construction material. Such decisions would always be taken by considering the trade-off
between construction costs and those of user operation. In flat undeveloped terrain, the cost of a
road is almost entirely independent of its alignment, so a relatively high design standard can often
be adopted with no cost penalty. Only when the road is in hilly or mountainous terrain will there be
any significant costs which are attributable to the alignment chosen. A higher standard of alignment
will mean that more cuts and fills are needed resulting in a higher earthworks cost. However, a
shorter alignment will result in lower pavement and maintenance costs, and cost savings for road
users. The objective is to produce a design such that any marginal increase in earthworks costs is
more than offset by potential savings in user costs over the analysis period for the project.
For most Kebele roads an existing alignment will exist. This alignment may be an existing road, or
may be just a rudimentary track. In these cases, the aim will be to provide an alignment that makes
minimal improvement to that which already exists to meet minimum standards of geometric design
appropriate to the class of road and the anticipated traffic level. It is anticipated, that for the most
part under URRAP, that it will only be necessary to make simple improvements to drainage or
stream crossings to provide the degree of passability that is required.
Roads falling under URRAP will have narrower than normal platforms. Where feasible, the
minimum standard for the roads will be 6m wide. A durable 4.5m wide surfacing will be provided
when required. This is similar to the standard adopted on the successful Ethiopian Rural Travel and
Transport Program and set out in the Ethiopian design manual for low volume roads. Earthworks
costs can typically be over 40% of the total costs of the road provision. Design of embankments
111
will be carefully considered in light of local hydrological demands and a need to minimize amount
of earthworks and material movements. Cutting and disturbance of slopes and the generation of
excess spoil will also be carefully controlled and minimized.
In hilly and mountainous terrain, even simple improvements become more difficult. Isolated and
difficult sites would each be considered on their merits. Clear benefits that outweigh costs need to
be identified before embarking on significant earthworks improvements. Provision of adequate
warning signs may be more cost-effective in such situations.
As a general rule the Universal Rural Road Access Program will provide a guide for the minimum
standards but these will remain flexible and adaptable to the local site conditions.
Drainage is critical to assure good performance and serviceability of the road. There are a whole
range of methods for controlling on and off-road drainage. Camber can be varied and drainage
ditches can vary in size and shape in terms of the specific need. Drains can also be lined with bricks
and masonry, in short sections, depending on the demands of the terrain and rainfall intensity.
Turn-outs are located at regular intervals to disperse water away from the road and houses. In areas
where access to water is difficult, innovative design approaches can be used to harvest dispersal
water for storage and use by the local communities.
The program will promote sufficient investment in the surface drainage. Alignments will be
confirmed that maximize good drainage.
One of the main problems with drainage control, especially on areas with steep gradients is
controlling or breaking the velocity of the dispersed water. The program will give special attention
to this problem to avoid scouring and subsequent maintenance problems. There are a range of
simple and robust techniques available such as provision of masonry, wooden and concrete scour
checks.
Good surface drainage is needed to protect the road structure from run-off water entering through
the side of the road, directing water from entering from surrounding areas or from the water table.
In providing adequate cross-drainage the program will promote adequate provision of culverts.
These will be of sufficient type and diameter to drain surface water to dispersal or harvesting points
and will be large enough to be easily maintained by hand. Culverts can be ringed or boxed,
prefabricated or constructed in situ using masonry. Proper inlets and outlets, headwalls and aprons
will always be provided, with additional gabion protection if needed. Further erosion protection
measures will be provided for dispersed water, when this is not harvested.
When provision of a bridge is not feasible and where water flow is perennial, various water crossing
structures can be considered. These include fords, bed level crossings, single and multiple-vented
causeways and submersible bridges. These structures allow periodic over-topping during peak flows
and are very cost effective for crossing streams and minor, shallow and wide rivers.
In rural situations pedestrians, animal-drawn carts and bicycles can be an important component of
traffic mix. Designs need to cater for all road users.
112
When locating roads in erosion-prone regions, or areas where instability of slopes is a problem,
careful attention will be given to minimizing the disturbance of the terrain caused by the road.
Techniques known collectively as bio-engineering will be employed. Bio-engineering uses
vegetation to reduce erosion and shallow-seated instability on slopes and generally incorporate
small scale engineering techniques in combination with use of the plants. Bio-engineering systems
are carefully designed to make use of the plants natural characteristics, in conjunction with the
engineering component, to combat slope failure.
URRAP is based on flexibility of approach and appropriateness of intervention. A whole range of
engineering techniques and solutions are available that can, when suitable, be utilized to solve or
manage specific road problems. The approach is captured in the national document for design of
low volume roads.
3.6 Making Better Use of Local Materials, Resources and Technologies
In promoting better use of our local materials and natural resources and in developing our human
resources and local technologies the program will assist the development and use of appropriate
equipment and technologies for road works. At the same time the program will support the
development of smaller scale contractors and SMEs that support the road construction and
maintenance industry. There will also be ample opportunity for existing contractors and consultants
to contribute fully to the program and where appropriate in-house units will be used to fill gaps and
support more difficult parts of the program.
With the assistance of ERA, URRAP will introduce sustainable approaches for road Maintenance
Management to the Wereda and regions. This will introduce programmed routine and periodic
maintenance systems, appropriate maintenance techniques and will seek to strengthen the
maintenance procurement and contract management (term and performance contracts may be
considered).
In its approach the program will endeavour to enhance private sector participation for road
construction and maintenance at all levels.
It is envisaged that the program will improve capacity and increase the numbers of available local
civil works contractors, supervisors and technical support staff and consultants working and serving
the sector. Local suppliers to the civil works industry (e.g. producers and suppliers of cement,
aggregates, steel, and equipment) and other support services (e.g. equipment servicing, design
specialists, monitoring and evaluation specialists; quality assurance services and private testing
laboratories) will be actively supported and promoted through the program. The financial support
services, banks and like, will also be important partners in the process.
Community involvement will be increased at all levels from administrative input to the participatory
planning approaches through to increasing opportunity for community works contracts and
community maintenance contracts.
In our training and other support programs we will utilize as fully as possible our existing skill base
and institutions to support the program.
113
3.7 Environmental Responsibilities

The program puts a strong emphasis on protection of one of the countries most precious resources
its environment.
URRAP appreciates the vital role that the environment plays on the livelihoods of those it sets out
to benefit. It is not a free resource in infinite supply. The environment provides a wide range of
services which underpin all productive activities and contributes to human welfare in a number of
very direct ways. Although it may not be possible to put a price on the environment, it has a
great value to those who work and live in it.
Responsibilities for applying sound environmental screening are outlined in Table 53. In carrying
out the program, staff will be guided by the over-arching objective of ensuring that road
interventions are designed and implemented according to sound principles which minimize adverse
impact and enhance benefits. A variety of procedures are followed at various stages of the project
cycle in order to achieve this objective. These procedures normally involve an environmental
impact assessment (EIA) or screening that captures identifying and quantifying the full range of
potential impacts on the natural and social environments and formulates remedial procedures for
avoiding, mitigating and compensating for negative impacts. Remedial measures are reflected within
the project and contract documents and the Regional and Wereda Authorities monitor compliance
during implementation.
Community involvement in this process is important. Information, views and concerns are fed into
the Wereda plan and these are discussed at grass-roots level by the affected community.
Whilst the nature of the roads falling under the program might not, under normal; circumstances
merit the same environmental attention as say a main road, the magnitude of the program
demands a strenuous assessment for both upgrading and new construction works.
Table 53: Environmental Screening and Management
Project Stage
Activity
Project
identification
Initial
screening
Environmental
appraisal
Preliminary Screening
Feasibility
Environmental
Checklist Assessment
Selection of projects
Objective
- register danger signals
- avoid unnecessary investigation where
impacts are
likely to be minimal
- predict main impacts
- assess importance of effects
- indicate key mitigating actions required
- present implications to decision makers
- decisions on mitigation and checklist
requirements
Responsible Agency
Wereda Development Committee &
Wereda Road Office
Wereda Development Committee &
Wereda Road Office
Regional Coordination Committee &

Regional Environmental Protection
Office
- predict in detail likely impacts, including cost Wereda Road Office and if required implications
Regional Roads Authority
- identify specific measures necessary to avoid,
mitigate or compensate for damage
- present predictions and options to decision
makers
- decisions on acceptance;
Recommendation
by
Regional
Environmental Protection Office to
Regional Coordination Committee
114
Contd
Design
Environmental Mitigation
Plan
Implmentation Environnemental
monitoring
Operations and Environmental audit
maintenance
- ensure environmental mitigation measures are

included in the contract documents
- ensure environmental mitigation measures are
being complied with during construction
- assess the extent of implementation of a
project against the requirements derived from
the checklist.
- ensure lessons learned are incorporated in future
projects
Wereda Road Office & - Regional Roads

Authority
Supervisor & Wereda Road Office
Regional Environmental Protection
Office and Regional Coordination
Committee
3.8 Safe Roads

The program confronts the road safety challenge in our rural areas. The program seeks to be
proactive in developing and implementing strategies that can treat the root causes of road accidents
and levels of severity before they occur.
It is often possible to improve road safety characteristics markedly at little or no extra cost, provided the road safety
implications of design features are considered at the design stage. Unfortunately, road design engineers are often part
of the problem and their failure to take adequate account of operational use of roads often result in increased speeds
and increased deaths when such roads pass through communities straddling the road.
Road accidents are multi-causal in nature, involving human factors, the road environment and
vehicle factors. They are more often caused by a combination of these factors, with human factors
contributing to an estimated 65 per cent of all accidents, the road environment 28 per cent and
vehicles only 7 per cent.
In many cases local populations will not have been exposed to the dangers of road traffic before.
The program will set out guiding principles that must be met:
Designs will incorporate and reflect the needs of all road users including non-motorized
vehicles, pedestrians, etc. This has implications for almost all aspects of road design,
including carriageway width, shoulder design, side slopes and side drains
Clear and consistent messages will be reflected to the driver and road user. Roads under the
Universal Rural Road Access Program should be easily read and understood by drivers.
The approach to design will avoid sudden surprises to the road user
Appropriate speeds will be controlled by design features, providing clear visual clues and by
prominent signing
Conflicts will be reduced by staggering junctions, separation and protective measures where
needed and channelling pedestrians to safer walking and crossing points particularly in
villages
Geometric design that could result in additional negative impacts on road safety for both
pedestrians and other road users will be avoided.
Local enforcement will be strengthened
Coupled with the above will be provision of regulatory road signs along with adequate provision of
warning and cautionary signage. Warning signs, reduced speed limits or improved surfacings to
reduce visibility problems with dust are particularly important near localized areas of high activity,
such as stretches of road within or close to villages and schools. Speed calming devices may also be
115
considered if circumstances demand. Passing lanes will also be provided at regular intervals to avoid
unnecessary and dangerous over-taking.
Road safety education will be an important element to be considered. The program intends to raise
awareness of problems and behaviours related to traffic and road safety by teaching children, and
adults, to be safer road users. Through schools and community initiatives, supported by the
program, local road users will develop:
knowledge and understanding of road traffic

behavioural skills necessary to survive in the presence of road traffic
an understanding of their own responsibility for keeping themselves safe
knowledge of the causes and consequences of road accidents
a responsible attitude to their own safety and to the safety of others
In addition to targeting trained teachers who are provided with suitable resource materials through
the program, community road safety education initiatives will be supported. Road safety publicity
campaigns will also be used to raise the awareness of problems and behaviour in addition to
improving knowledge, shaping attitudes and behaviours, as well as stimulating discussion and
debate. These publicity campaigns can include local drama performances in which local languages
are used in order to reach all persons. Community workshops and radio will also be used.
116
IV.
MANAGEMENT AND DELIVERY
4.1 General
The program works within the boundaries and context of Governments decentralization process.
URRAP is overseen by a National Steering Committee and Regional Coordination Committees. It
builds on, utilizes and strengthens existing structures. It does not advocate introduction of new
institutions or structures.
Governance Structure for the Universal Rural Road Access Program
ERA Program
Coordination
Office
Ministry of
Transport
Regional
Government
Regional
Roads
Authorities
URRAP
Steering
Committee
Regional
Coordination
Committee
Wereda
Administration
Wereda
Road Office
4.2 Program Coordination and Oversight

The program oversight falls under the responsibility of the Ministry of Transport who will host and
chair the National URRAP Steering Committee.
The National Steering Committee will provide coordination and leadership at a national level
and will act as the high level decision taking body. The composition of this committee will
comprise representatives from relevant Ministries and regional offices.
The principle duties and functions of the National Steering Committee would include:
Coordination of National Program
117
Review and endorsement of Annual Report

Review of bi-annual progress and monitoring reports submitted through the Regional
Coordination Committees and
Setting direction for the next fiscal year performance.
The National Steering Committee will be supported by the Program Coordination Office.
Program Coordination Office - Program oversight will be the responsibility of a Program
Coordination Office sitting within the Ethiopian Roads Authority. This office will be responsible
for overall coordination of the program including strategic planning, compilation and consolidation
of national budgeting information and data, monitoring and follow up, and oversight of the works.
The Program Coordination Office will compile drafts of annual and other high level reports for the
approval of the Steering Committee. The Program Coordination Office will be the central point of
contact for the program and it will provide links to and coordination with all stakeholders, funding
agencies and other interested parties. It will also act as the central source for collating all monitoring
and evaluation data and will also provide a knowledge sharing and information dissemination
platform for the program.
Regional Coordination Committee - Regional Coordination Committees will be established to
provide regional level leadership, coordination, steering and monitoring of the program
implementation. Members of these committees will be drawn from the relevant regional offices and
will be chaired by the respective Regional Presidents. The General Manager of each Regional Road
Authority will serve as secretary of the committee. The Regional Coordination Committee will
consolidate regional data, information and statistics for submission onto the Program Coordination
Office.
Wereda Administration - In general, the Wereda Administration will be at the centre of the
delivery and implementation of the program. Through its Wereda Road Offices the Wereda will act
as employer and will be responsible for the contracting of the planning and design services, in
addition to the management and administration of the construction works and maintenance
contracts.
Over the period of the program it is possible that some Wereda will be responsible for contracts
delivering over 200 km of road. This will be in addition to its road maintenance contract
management responsibilities.
Wereda Road Desk - The Wereda road desk will assume the responsibility for formulating,
executing and managing all aspects of the Wereda and community access roads provision contracts.
Wereda will utilize their own force units and small scale contractors and SMEs in delivery of the
works and may contract additional services to support supervision for some or all of the works.
The Wereda road desk will provide monitoring and other data and statistics, through the Wereda
Administration to the Regional Government and Regional Coordination Committee.
In some specific situations, depending on constraints, such as, Wereda capacity, emergency
situations, security issues, terrain or other difficulties, the planning, design, construction and
maintenance works may be carried out for the Wereda by the Regional Road Authority.
118
Technical Support - To ensure efficient program and contract management both the Ethiopian
Roads Authority and the Regional Roads Authorities will be available to provide technical, backstopping and training support when required.
ERA will prepare design and construction manuals, draft specifications and details and model
contract documentation for minor works envisaged under the program. ERA will also prepare
guidelines for maintenance management of the roads at Wereda level.
In association with the Regional Road Authorities, ERA will prepare the schedule of training, other
programs and training materials to assist Wereda and the training centers. These will focus on
planning, contract preparation and management, financial management, maintenance planning and
monitoring, evaluation and reporting issues. Training and demonstration on aspects of planning,
design, construction and maintenance works will be carried out for the Wereda by both ERA or
RRA in cooperation with the Ministry of Education.
To prepare and encourage emergent SME into the program and the sector ERA will make available
its training centers at Alemgena, Ginchi and Chancho for contractor training. Technical Vocational
Education and Training (TVET) will be targeted to provide training services for technicians,
surveyors, foremen and other essential human resources.
119
V.
DELIVERABLES, TARGETS AND TIMETABLES
The program log frame is set out at in Annex to this document.

5.1 Extent and Reach
A total of 71,523 km of all-weather and year round roads will be constructed by the Wereda in the
five year period of the RSDP-IV at an estimated cost of ETB 26,431.8 million, equivalent to around
ETB 370,000 per kilometre. The program will be financed by the Government of Ethiopia.
Some 9,568 km of construction and upgrading of roads will be carried out during the first year of
implementation with further boosts in the productivity and participation of local contractors as the
training and other preparatory programs mature.
Specifically and disaggregated by region the provisional delivery targets for the Kebele and
community roads to be constructed in the five years of the URRAP and under the RSDP-IV are
shown in Table 54.
Table 54: Size of Network to be Upgraded/Constructed
Annual Work Plan
Region
2011
2012
2013
2014
Tigray
335
515
550
550
Afar
241
371
396
396
Amhara
2,408
3,708
3,963
3,964
Oromiya
4,014
6,180
6,606
6,607
SNNP
1,873
2,884
3,083
3,083
Gambella
27
41
44
44
2015
550
396
3,960
6,600
3,080
44
Total
2,500
1,800
18,003
30,007
14,003
200
Benshangul
-Gumuz
241
371
396
396
396
1,800
Somali
Dire Dawa
401
21
618
33
661
35
661
35
660
35
3,001
159
7
9,568
10
14,731
11
15,745
11
15,747
11
15,732
50
71,523
Harar
Total
For prioritization, master plans are developed through a consultative process involving
communities and Kebele development committees and these are brought to the Wereda
administration. The regional road agencies assist the Wereda identify and prioritize low volume and
community road projects from their individual master plans.
120
5.2 Streamlining and Links to Other Initiatives and Programs

As mentioned earlier, the intention of URRAP is to join up and harmonize all rural road
infrastructure interventions under a single umbrella. The program therefore unifies all efforts that
provide improved road access or support to Wereda road offices. This would include Wereda block
grants, the Productive Safety Nets Program, PBS-LIG financing and other Rural Development
Programs; agricultural programs such as the Agricultural Growth Program, Regional and Local
Government Rural Roads Programs, and Regional and Local Government initiatives on improved
service delivery. Voluntary and community contribution will make up a substantial financial
component of the program.
121
VI.
REPORTING, MONITORING AND EVALUATION ARRANGEMENTS
6.1 Reporting Structure

The Universal Rural Road Access Program is a rolling program over a five year period. The first
phase will run over two years and the second phase over the remaining three years. As such it is
imperative that annual updating and re-programming based on achievements are made.
Wereda will provide bi-annual progress, technical and financial reports to the Regional
Coordination Committees. The Regional Coordination Committees will consolidate these reports,
per region, for submission to the Program Coordination Office for consolidation and reporting to
the National Steering Committee.
6.2 Monitoring and Evaluation
Project monitoring and evaluation will be the responsibility of the Wereda who will monitor
progress against the agreed performance monitoring indicators. These benchmarks will be set by
the National Steering Committee and Regional Coordination Committees, guided by the program
implementation plan.
The type of indicator data that will be collected at Wereda level will include:
i)
ii)
iii)
iv)
Transport tables for goods and passengers,

Price of essential commodities,
Travel and access times from villages to markets and essential services, and
Employment statistics.
Monitoring of prices will be adjusted for fluctuations in fuel and inflation.

In addition to the above, the Wereda will be monitoring progress against program for individual
works contracts or agreements. This will provide information and data on implementation progress
and disbursement of funds.
All Wereda will be providing detailed bi-annual reports to the Program Coordination Office,
through their respective Regional Coordination Committees. The Program Coordination Office
will collate and hold all reports, data and other information emanating from the program, including
updating and tracking against the program logical framework.
Reporting format for Physical / Operational and Financial Monitoring Universal Rural Road
Access Program (URRAP) and Outcome Based Monitoring of the Universal Rural Road Access
Program (URRAP) are presented below.
122
Reporting Format for Physical / Operational and Financial Monitoring Universal Rural
Road Access Program (URRAP):
1. An Executive Summary or Abstract
2. A Table of Contents
3. Data Sheet by Project
Project Title
Project Standard
Project Location
Project Number
Reporting Period
Project Duration
Project Implementation Start Date
Anticipated Completion Date
Overall Project Budget
Expenditure for Reporting Period
Cumulative Expenditure
4. Progress for the Reporting Period vis--vis Project Implementation Plan

4.1 A narrative summary of actual outputs in relation to scheduled activities and inputs. (With tabular
presentations and charts).
4.2 Planned and actual expenditure (for the reporting period and cumulative). Explanations to be given on
deviations from planned spending.
4.3 Planned and actual labor days worked by activity and weighted average.
4.4 Equipment activity during the reporting period.
4.5 Material usage during the reporting period (in comparison with supplies schedule of work plan).
4.6 Supervision of works.
4.7 Problems Encountered/Resolved during the reporting period and Effects on Program/Project Schedule.
5. Analysis of Progress: Success, Constraints and Lessons Learned
6. Conclusions and Recommendations
Annex I Indicators Matrix for Physical / Operational Performance (As Per Agreed Indicators)
Annex II Road Standards
Annex III Financial Report
Project budget by activity reporting period

Project expenditure by activity reporting period
Cumulative expenditure vis a vis cumulative budget
Annex IV Physical Status (by major activity categories) in comparison with work plan.
123
Reporting Format for Outcome Based Monitoring of the Universal Rural Road Access
Program (URRAP):
1.
2.
3.
4.
5.
6.
7.
An Executive Summary
A Table of Contents
Data Sheet by Component
Background or Context of the Program
Methodology of Monitoring Performance
Brief Description of the Outcome Based Indicators
Data Collection Against Selected Outcome Based Performance Indicators
7.1 Baseline
7.2 Follow up Surveys
8. Analysis of Data and Assessment of Performance

8.1 Comparison of baseline and follow up survey data
8.2 Comparison of Targets and Actual Accomplishment
8.3 Key Findings
9. Lessons Learned for Program Adjustment
10. Conclusions and Recommendations
Annex I Terms of Reference
Annex II Outcome Based Indicators Matrix
Annex III _ Summary of Outputs and Activities
124
VII.
PROGRESS AND PREPARATION
7.1 Supporting Documents

The following separate and complementary Universal Rural Road Access Program Documentation
has been prepared.
Operational Manual
Training Manual
Small and Medium Scale Enterprise: Approach to Development
Technical Standards and Specifications
Model Tender and Contract Documents
Environmental Checklist
7.2 Supporting Studies

The following studies complement preparation of the Universal Rural Road Access Program
Documentation.
Wereda Development Plans

Wereda and Community Road Maintenance Strategy and Policy
Wereda and Community Road Maintenance Technical Manual
National Design Manual for Low Volume Roads
Application and Analysis of Deterioration Relationships for Unpaved Labour-Based Roads
in Ethiopia
Mobility and Transport Services: Promoting the use of Intermediate Modes of Transport
Assessment of Intermediate Equipment Technology
125
ANNEXES
126
ANNEX I: Universal Rural Road Access Program - Logical Framework

Narrative Summary
Goal:
Support Achievement of
MDG targets and
Development Objectives
set out in GTP through
Accelerated, Sustained,
and People-Centered
Economic Development
Purpose:
To remove access and
mobility barriers and
increase the Economic
and Social Development
opportunities for rural
communities by providing
year round access and
connecting Kebele with
an all-weather road
network that is
appropriate, affordable
and maintainable.
Objectively Verifiable Indicators
Progress on MDG 2015 targets

Progress on GTP targets
Progress on RSDP including:

- Proportion of rural roads in Good Condition
from 54% to 56% by 2015
- Road density/1000 sq.km from 44.4km to
123.7km by 2015
- Proportion of rural population more than 2 km
from all weather road from 27% to 67% by 2015
- Average distance to all weather road from
11Km to 4Km by 2015
- Proportion of Kebele connected by all weather
road, 39% (2010) to 100% (2015)
Means of Verification
Assumptions
EPPD, MoFED and UN

assessment and monitoring
reports for MDGs
GTP Annual Progress
Report MoFED
performance and
assessment and monitoring
reports
CSA reports
MOFED and other
secondary data sources
RSDP progress and other
reviews
URRAP Program Review
Reports of National Steering
Committee
URRAP Annual Reports &
audits
Regional Steering Committee
bi-annual progress and fiscal
monitoring reports
127
Minimum risk to goal if road

improvement catalyzes and supports
complementary activities in RSDP and
other sectors and assumptions of costbenefit analysis apply throughout
program and beyond.
Contributing partners and GFDRE
insulated from impacts of global
financial turndown.
Narrative Summary
Assumptions
Outputs:
1. Expanded Wereda and
Kebele access and
connection to all-weatherroads
71,523Kms of Wereda and Kebele roads

constructed to all weather standards by 2015
Tigray
2500Kms
Afar
1800Kms
Amhara
18003Kms
Oromiya
30007Kms
SNNP
14003Kms
Gambella
200Kms
Benishangul 1801Kms
Somali
3001 Kms
Dire Dawa
159 Kms
Harar
50Kms
Program office URRAP midterm and final program

reviews
contracts
Wereda Road Bureau

reports Wereda Budget &
Expenditure Reports
Period of program does not suffer

extreme weather related events
(drought or flood)
2.1
Study, workshop and
annual road fund reports
2.2
695 Wereda Road Offices established and
fully operational by 2015
2.2
& 2.3 URRAP midterm and final program
URRAP Program Review
Reports of National Steering
Committee. ERA and RRA
training reports and other
resource materials
2.4
Road Management and Maintenance
systems established in all Wereda by end of
program.
and
Wereda Road Bureau

inventory and condition
survey for rural road
infrastructure
2.1
Road ownership and maintenance funding
modalities established by end of Year 1
2.3
The Wereda road desk monitoring data
and statistics provided to the Regional Road
Authority and the Regional Steering Committee
on time.
tenders
Innovative design and construction

approaches minimize costs.
Design and contract documents
capture innovative approaches
Sufficient Wereda road office capacity
to prepare tenders and manage works
and service contracts. Manageable
turn-over of Wereda Road Office staff
Sufficient labour based and other
contractors available for works.
Regional Steering
Committee bi-annual
progress and fiscal
monitoring reports
Wereda Road Bureau

completion drawings and
contract documents
2. Strong management and
technical capacity to plan,
manage and maintain the
road network at Wereda
level
Successful
awarded.
2.4
& 2.5 URRAP Annual
Report, Regional Steering
Committee
bi-annual
progress
and
fiscal
128
External and global financial events

have minimal impact on program
(materials
costs,
financing
arrangements, equipment and supply
of tools)
Legal and management aspects
regarding road ownership agreed
Financing modalities agreed with
regards maintenance of Wereda and
Kebele roads
Wereda Road Office staff adopt road
management principles and
implement maintenance planning
Contracting capacity to carry out
maintenance works
Sufficient funding to guarantee
routine maintenance of completed
works.
Narrative Summary
2.5
100% of upgraded and newly constructed
roads under routine maintenance by end of
program plus year.
monitoring
reports
&
Annual Road Fund reports
2.6
Funding modalities established and
operational for periodic maintenance by end of
year 3
2.6
Road
reports
Assumptions
Outputs:
3. Enhanced capacity of
the domestic rural road
construction and
maintenance industry.
3.1 Number of local small and medium sized

enterprises working in support of rural road
construction and maintenance industry increased
as follows:
Increased civil works contractors to
879 by 2015
Increased supervising consultants and
Quality Assurance/testing service
providers to 300 by 2015
3.2 Value of loans established for Equipment,

Tools and Advances
3.3 Specialized training courses for Wereda
planners and engineers, supervising consultants,
existing and emergent contractors, support
service providers :
Three courses per group per region per year of
program
Fund
Agreement on funding sources and

arrangements for periodic
maintenance agreed
Annual
3.1 Wereda and Regional

Road Authority Contract
and Sub-contract
documentation
Company registration
documents
Favorable credit and loan structure

available and companies maintain low
capital and overhead costs
Scale of sector works attract sufficient
quantity and quality of entrepreneurs
Adequate supply of hand tools and
intermediate equipment
WoFED reports
Sufficient specialized trainers

available and full support from
existing training centers incl. ERA /
RRA and TVET
3.2 Works Contract

Documentation and
repayment schedules
3.3 Regional Steering
Committee bi-annual
progress report and Wereda /
RRA / ERA / TVET training
reports and attendance
records
129
Wide competition for tenders and

continuation of policy for zero
tolerance to corruption
Narrative Summary
Assumptions
Outputs:
4. Creation and
enhancement of
employment opportunities
and income generating
activities in rural road
construction and
maintenance
6. Socio-Environmental
and road safety
protection, prevention
and mitigation measures
mainstreamed into
program activities
4.1 Creation of 39,548 permanent jobs for skilled,

semi-skilled and trained workers by 2015
4.1 Company Registration

Documents
4.2 Creation of a total of 1,200,000 employment

days for unskilled workers throughout duration
of program
4.2 Works Contract

Documentation and Wereda
Road Bureau reports
6.1 All contracts contain environmental

mitigation and remedial action clauses
Works and Supervision

contract documents
6.2 One environmental audit in each region
Regional EPA
environmental audit report
6.3 All contracts contain road safety mitigation

and remedial action clauses
6.4 All works contracts provide for road signage

road protection measures (markers, barriers etc)
Works and Supervision

contract documents
Works contract documents
130
Road maintenance works programmed

annually and providing a predictable
quantity of works and service
contracts
Manageable turn-over of Wereda Road

Office staff
Regional EPA guidance and support
Contract documentation and contract
management sufficiently strong to
ensure adherence to clauses
Resource materials translated
School curricula sufficiently flexible to
enable inclusion of road safety issues
ANNEX II: Road Network Development in Ethiopia

Year
Asphalt
Gravel
1951
3400
3000
1959
3450
3500
1963
3500
4100
1968
3450
4500
1969
3300
5100
1970
3100
5500
1971
3150
5600
1972
3250
5650
1973
3360
5800
Additional Km 1951-73
Av.GR in % (1951-73)
1974
3360
5900
1975
3280
6080
1976
3200
6200
1977
3126
6290
1978
3051
6801
1979
3115
7328
1980
3285
7328
1981
3515
7430
1982
3769
8532
1983
3916
8532
1984
4000
8738
1985
4042
8788
1986
4050
8989
1987
4062
8994
1988
4109
9270
1989
4109
9270
1990
4109
9287
1991
4109
9298
Additional Km 1974-91
Av.GR in % (1974-91)
1992*
3542
8966
1993
3555
9011
1994
3622
10100
1995
3630
12000
1996
3656
12133
1997
3708
12162
1998
3760
12240
1999
3812
12250
2000
3824
12250
2001
3924
12467
2002
4053
12564
2003
4362
12340
2004
4635
13905
2005
4972
13640
2006
5002
14311
2007
5452
14628
2008
6066
14363
2009
6938
14234
2010
7476
14373
Additional Km 1992 - 2010
Av.GR in % (1992-2010)
Rural
120
652
790
1091
1595
1830
2630
3053
3420
3808
4198
5158
5232
5232
5550
5610
5573
5800
7812
8043
9100
10680
11737
12600
15480
16480
16680
17154
17956
18406
20164
22349
23930
25640
26944
Total
6400
6950
7600
7950
8400
8600
8750
8900
9160
2760
2.05
9260
9360
9520
10068
10642
11534
12208
12775
14931
15501
16158
16638
17237
18214
18611
18611
18946
19017
9757
6.20
18081
18366
21534
23673
24889
26550
27737
28662
31554
32871
33297
33856
36496
37018
39477
42429
44359
46812
48793
30712
9.44
131
ANNEX III: Road Network Condition
Surface Type
Asphalt
Surface Type
Gravel
Year
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Year
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Good
631
752
953
1109
1177
1419
1876
2271
2692
3005
3503
4099
4868
5474
In km
Fair
Poor
1428 1649
1434 1574
1449 1410
1606 1109
1177 1570
1013 1621
1003 1483
1020 1344
960 1320
955 1041
967
982
1054
913
1222
848
1072
930
Good
3010
3040
3067
3675
3720
3769
3826
4728
5479
6395
7147
7583
7628
7557
In km
Fair
Poor
2100 7052
1860 7340
3060 6123
3430 5145
3497 5250
3141 5654
3208 5306
3754 5423
2705 5455
1960 5956
2171 5310
2198 4583
2599 4007
2926 3890
Total
3708
3760
3812
3824
3924
4053
4362
4635
4972
5002
5452
6066
6938
7476
Total
12162
12240
12250
12250
12467
12564
12340
13905
13640
14311
14628
14363
14234
14373
Good
17
20
25
29
30
35
43
49
54
60
64
68
70
73
%age
Fair Poor
39
44
38
42
38
37
42
29
30
40
25
40
23
34
22
29
19
27
19
21
18
18
17
15
18
12
14
12
Total
100
100
100
100
100
100
100
100
100
100
100
100
100
100
Good
25
25
25
30
30
30
31
34
40
45
49
53
54
53
%age
Fair Poor
17
58
15
60
25
50
28
42
28
42
25
45
26
43
27
39
20
40
14
42
15
36
15
32
18
28
20
27
Total
100
100
100
100
100
100
100
100
100
100
100
100
100
100
132
Surface Type
Rural Roads
Surface Type
Total Network
Year
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Year
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Good
2243
2588
3150
3900
4300
4670
5146
6464
6150
9226
10227
11747
12789
14266
In km
Fair
Poor
3368 5069
3918 5231
4032 5418
4950 6630
5000 7180
5838 6172
5832 6176
5566 5926
5916 6340
5579 5359
6033 6089
5832 6351
7354 5497
7344 5334
Good
5884
6380
7170
8684
9197
9858
10848
13463
14321
18626
20876
23428
25285
27297
In km
Fair
Poor
6896 13770
7212 14145
8541 12951
9986 12884
9674 14000
9992 13447
10043 12965
10340 12693
9581 13115
8495 12357
9171 12382
9084 11847
11175 10352
11342 10154
Total
10680
11737
12600
15480
16480
16680
17154
17956
18406
20164
22349
23930
25640
26944
Total
26550
27737
28662
31554
32871
33297
33856
36496
37018
39477
42429
44359
46812
48793
Good
21
22
25
25
26
28
30
36
33
46
46
49
50
53
%age
Fair Poor
32
47
33
45
32
43
32
43
30
44
35
37
34
36
31
33
32
34
28
27
27
27
24
27
29
21
27
20
Total
100
100
100
100
100
100
100
100
100
100
100
100
100
100
Good
22
23
25
28
28
30
32
37
39
47
49
53
54
56
%age
Fair Poor
26
52
26
51
30
45
32
41
29
43
30
40
30
38
28
35
26
35
22
31
22
29
20
27
24
22
23
21
Total
100
100
100
100
100
100
100
100
100
100
100
100
100
100
133
ANNEX IV: Detail Physical and Financial Plan of RSDP IV
134

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THE FEDERALL DEMOCR

RSDP Performance and Future Plan: January 2011

RSDP 13 Years Performance and Phase IV: January 2011

EXECUTIVE SUMMARY ......................................................................................... 1

ROAD RESEARCH AND BEST PRACTICE INITIATIVES ............................... 36

RSDP 13 Years Performance and Phase IV: January 2011

ASSESSMENT OF FINANCING OF RSDP .......................................................... 47

PART TWO: RSDP IV

PLATFORM FOR FUTURE PLAN ....................................................................... 49

RSDP 13 Years Performance and Phase IV: January 2011

PROJECT SELECTION AND PRIORITIZATION CRITERIA FOR FEDERAL

PART THREE: URRAP

THE RATIONAL FOR ACTION ........................................................................... 89

RSDP 13 Years Performance and Phase IV: January 2011

DELIVERABLES, TARGETS AND TIMETABLES ........................................... 120

ANNEX II: Road Network Development in Ethiopia ...................................................... 131

RSDP 13 Years Performance and Phase IV: January 2011

RSDP 13 Years Performance and Phase IV: January 2011

Nordic Development Fund

RSDP Performance and Future Plan: January 2011

RSDP 13 Years Performance and Phase IV: January 2011

Table 39: RSDP IV - Status of Funding ............................................................................................ 66

RSDP Performance and Future Plan: January 2011

RSDP 13 Years Performance and Phase IV: January 2011

RSDP 13 Years Performance and Phase IV: January 2011

Table 1: Performance of the RSDP (Physical work excluding community roads)

RSDP III (Three Years)

RSDP 13 Years Performance and Phase IV: January 2011

RSDP III Total

RSDP 13 Years Performance and Phase IV: January 2011

Table 4: Share of Expenditure by Category (1997-2010)

Urban Roads (only maintenance)

RSDP 13 Yeaars Performance an

marginal, although some local contractors

((1997 - 2010,, Cost in milllion ETB)

Particiipation of loccal consultan

Of the 691 contractss (both consttruction & consultancy)

RSDP 13 Years Performance and Phase IV: January 2011

Financing from Local

RSDP Performance and Future Plan: January 2011

THE ROAD SECTOR DEVELOPMENT PROGRAM

RSDP 13 Years Performance and Phase IV: January 2011

The RSDP III comprised the following interventions:

RSDP 13 Years Performance and Phase IV: January 2011

Length in km, Budget & Disbursement in million ETB

RSDP II, 5 Years

975 77.4 3161.4 2543.3

540 65.7 1332.9

1.4 Construction of Link Roads

1.5 Heavy/Emergency Maintenance

1.6 Routine Maintenance

1.10 Policy and Capacity Building

1.11 Recurrent Expenditure

2709 71.7 7017.4 5524.8

139 11708.9 14688.0 125.4

6000 116.9 2588.7 1500.0

4523 145.4 2466.2

2.3 Recurrent Budget

6000 116.9 2795.4 1670.0

8709 98.0 9812.9 7284.5

119 15985.9 18112.9 113.3

RSDP 13 Years Performance and Phase IV: January 2011

Table 8: Summary of Accomplishment for the RSDP III 3 years