S. No.

Reference Comment
1. General comments Comment – 1:
We have a doubt on the CI rating of certain road segments you reported. To be
more specific, a low CI value has been designated on roads but which are
generally found in good condition. For instance, Asela – Bekoji
& Bekoji – Dodola road segments can be considered.

Despite these roads are considered to be in good conditions, a CI value of 35% &
20% respectively was fixed upon rating their conditions, as shown in Appendix E-
3 of your report, implying that the roads are in very poor state, which is a paradox.

Hence, you are advised to review your work for the reason that similar incidents
might be apparent on the remaining road segments as well.

Comment – 2:
It seems you assumed as if overlaying maintenance as an ultimate measure in
treating asphalt pavements regardless of the conditions they are in.

For instance, nearly 18years were elapsed since the time Ziway – Shashemene &
Shashemene – Awasa road segments were opened to traffic, which implies that the
facilities are at the verge of their service life, & therefore entail major
reconstruction works and drainage improvements instead of mere overlaying
which by itself will soon get cracked if placed on severely alligator cracked
surfaces which is a typical manifestation of such old roads mentioned above.

Therefore, the maintenance work program need to be re-designed in such a way

that the right maintenance measure is provided for the right road at the right time.

Comment – 3:
We have a doubt on the rolling maintenance work program on the fact that there is
no asphalt road segment which is in a condition to trigger routine or periodic
maintenance activities other than overlaying mentioned under table 5.4 of your
draft report. This condition in turn puts your work in question on the fact that
where the economically optimized utilization of scarcely available maintenance
budget lays on.

To this response, you are expected to correct the proposed work program
accordingly.

2. Consider chapter 4, The major objective of section 4.2 is to present a summarized information on the
section 4.2 on page 10. condition of asphalt pavements surveyed under the five RNSMBDs in terms of
their defect attributes such as cracking, raveling, potholes, edge break, roughness,
rutting and side drain etc…

However, upon going through the successive sub-sections, we found out your
narration to be deficient in providing the condition data of the roads under the
S. No. Reference Comment

respective directorate offices as characterized by:

 Raveling,
 Narrow crack,
 Edge break &
 Drainage condition.

But contrary to this, you have provided a summary of distress distribution table &
chart as depicted in table 4.9 & figure 4.3 inclusive of all the above listed
characterizing parameters, which is illogical.

Hence, you shall supplement section 4.2 with the condition of the asphalt roads
analyzed in terms of the missing condition attributes, per each RNSMBDs as you
did for the remaining ones, so as to make the distress rating summary scales shown
in table 4.9 & figure 4.3 sensible.

3. Consider chapter 6, sub There exist a discrepancy between the IRI prediction chart & that of the provided
- section 6.3.2 on page legend. To be more specific:
45.  The chart illustrates the predicted IRI profile of the surveyed asphalt
pavements for 10years period of time while the legend reports as if the
prediction is made for five years alone,
NB: This is also a similar error committed on HITCON’s counterpart deliverable
report, as can be seen on page 67, and you have copied the same.

 Moreover, the IRI prediction graph under 80% budget unconstrained

scenario is provided only for five years of time frame which is
inconsistent with the remaining budgeting cases.

Therefore, we suggest that you deliver a report whose graphics are consistent with
its legends and incorporate the stated corrections upon submitting the final
version.
4. Consider chapter 6, sub There exist a miss - match between your proposed unconstrained budget scenarios
- section 6.3.2 page 45. and the one you used for predicting total surface damages on asphalt pavements as
shown in figure 4.6 on page 46.

To be more specific, despite you have fixed your analysis based on three budget
scenarios, which are 100%, 80% & 70%, the predictive investigation made
concerning surface damages is reported as if it is made with 100%, 75% & 62%
financial availabilities, which is incorrect.

NB: Clearly speaking, the origination such error is from a direct “copy – paste”
action of HITCON’s counterpart deliverable report, page 68, which utilizes the
later form of budgeting fashion as against to yours. This is a plagiarism effect
which is totally unacceptable and we do also have a doubt whether you have done
your tasks properly on your own.
S. No. Reference Comment

5. Chapter 6, sub-section The traffic improvement plans proposed by your side are the exact copies of
6.4.1.1 on page 51 & HITCON’s proposal as stated on pages 56 & 57. Hence, you are instructed to
52. come up with other possible safety improvement measures which you consider
appropriate.
6. Detailed comments on 6.1 Concerning work programs under 2018:
the 10 years rolling  ERA shall be provided with the possible cost implications & related effect
maintenance plan under analysis in the long run, as stated under task 5 of the ToR document, upon:
various budget  Omitting the overlaying program of Shahshemene – Alaba road
scenarios as considered segment under 80% & 70% unconstrained maintenance budget
yearly basis. scenario and so does Wezeka – Konso asphalt road under 70%
unconstrained budgeting case.
 Contrary to your proposed maintenance work program listed under the 80%
unconstrained maintenance budget scenario, we suggest the enclosure of
Wezeka – Konso asphalt road overlay project in the aforementioned scenario
for the reason that the project’s financial cost is within the available budget
margin.

6.2 Concerning work programs under 2019:

You proposed as if all the proposed maintenance activities & costs listed under
unconstrained work program can be addressed under 80% & 70% unconstrained
budget scenario as well, which is wrong and unachievable as the overall cost of the
asphalt roads proposed to be overlaid exceeds the available budget by 20% & 30%
respectively.

Otherwise your proposal does not show the influence of financial constraint effect
on the prioritization of the maintenance projects.

Hence, you shall reconsider this and correct your proposal in such a way that:
Cont.…  Only those asphalt road projects are included whose overlaying costs are
within the 80% & 70% available budget room and
 Provide the possible consequences that ERA might be subjected to
following the postponing or omitting proposed road projects causing the
budget overrun.

6.3 Concerning work programs under 2020:

Similar to 2019, available budget overrunning scenarios prevail under this year of
work program too. Hence, the aforementioned comment holds true in this case
once again.

6.4 Concerning work programs under 2021:

ERA shall be provided with an analysis on cost implication & related effect
analysis in the long term, as stated under task 5 of the ToR document, concerning:
 Exclusion of Sodo – Merab Abaya asphalt road overlaying project
S. No. Reference Comment
under the 80% unconstrained budget scenario.

Moreover, you have provided exactly similar work programs under 80% and 70%
budget available cases which resulted in unrealistic scheduling on the fact that
your proposal does not show the effect of financial constraint upon prioritizing
road maintenance schemes and also a budget overrun of 11.2% is apparent in the
later case .

And upon correcting this, it is inevitable that you might omit or postpone certain
road overlaying projects in order to be with in the 70% available budget reserve.
However, in doing so, you are expected to provide ERA the effects of such
adjournments in times ahead.

6.5 Concerning work programs under 2022:

Consider the comment provided under item 6.2 above, as a similar case is apparent
Cont.… in both work program years.

6.6 Concerning work programs under 2023:

 Considering the 80% budget unconstrained scenario:

You proposed as if all the proposed maintenance activities & costs listed under
unconstrained work program can be addressed under 80% unconstrained budget
scenario as well, which is wrong and unachievable as the overall cost of the
asphalt roads proposed to be overlaid exceeds the available budget by 20%.
Otherwise your proposal does not show the influence of financial constraint effect
on the prioritization of the maintenance projects.

Hence, you shall reconsider this and correct your proposal in such a way that only
those asphalt road projects are included whose overlaying costs are within the 80%
available budget room and provide the possible consequences that ERA might be
subjected to following the postponing or omitting proposed road projects causing
the budget overrun in times ahead.

 Considering the 80% budget unconstrained scenario:

ERA shall be provided with the possible cost implications & related effect analysis
in the long run, as stated under task 5 of the ToR document, upon:
 Omitting the overlaying program of Shahshemene – Alaba road
segment under 80% & 70% unconstrained maintenance budget
scenario and so does Wezeka – Konso asphalt road under 70%
unconstrained budgeting case.
S. No. Reference Comment
Cont.…

6.7 Concerning work programs under 2024:

ERA shall be provided with the possible cost implications & related effect analysis
in the long run, as stated under task 5 of the ToR document, upon:
 Elimination of Mendi – Bambasi asphalt road segment under 80% &
70% unconstrained maintenance budget scenario.

A budget overrun of 206.1% & 249.9% is also apparent in 80% and 70% budget
unconstrained scenarios respectively which in turn makes the proposed work
programs under this year virtual.

Hence, you shall reconsider this and correct your plan in such a way that only
those road projects are included whose maintenance financial costs are within the
80% & 70% available budget reserve and provide the possible consequences that
ERA might be subjected to following the postponing or omitting the proposed
road projects causing the budget overrun in times ahead.

6.8 Concerning work programs under 2025:

 You proposed exactly similar work programs under the 80% & 70%
unconstrained budget scenarios which in turn implies that your proposal cannot
show the effect of budget constraint in the two cases making it fictitious as a
whole
 ERA shall be provided with the possible cost implications & related effect
analysis in the long run, as stated under task 5 of the ToR document, upon:
 Omitting the overlaying program of Bonga – Gambela & Shashemene
- Kofele road segments under 80% & 70% unconstrained maintenance
budget scenarios.

 Contrary to your proposed maintenance work program, we suggest the

Cont.…
enclosure of Bonga – Gambela and Shashemene – Kofele asphalt overlay road
projects under 80% & 70% unconstrained maintenance budget scenario
respectively with 5cm AC thickness without exceeding the budget margin
appreciably.

6.9 Concerning work programs under 2026:

 ERA shall be provided with the possible cost implications & related effect
analysis in the long run, as stated under task 5 of the ToR document, upon:
 Elimination of Kofele – Dodola asphalt road overlaying project under
80% & 70% unconstrained maintenance budget scenarios.
 Considering the 80% budget unconstrained scenario:

As can be seen in your proposal, there exists a free budget reserve of about 13%
other than overlaying Bore – K/mengist asphalt road with 5cm HMA. Moreover,
please also consider the possibility to utilize such available financial resource to
S. No. Reference Comment
treat Kofele – Dodola road segment with DBST, in case the condition of the road
warrants (Raveled sections and the like), so as to utilize any remaining budget to
the maximum possible level instead of letting it for free,

 Considering the 70% budget unconstrained scenario:

At least, overlaying operation of Bore – K/mengist road segment could have been
considered under the 70% budget scenario as its maintenance cost is within the
available budget limit instead of nothing in case of yours.

6.10 Concerning work programs under 2027:

 ERA shall be provided with the possible cost implications & related effect
Cont.… analysis in the long run, as stated under task 5 of the ToR document, upon:
 Elimination of Jijiga – Togochale asphalt road overlaying project under
80% unconstrained maintenance budget scenarios,
 Omission of Bambas – Jijiga, Jijiga – Togochale & Dododla –
Sebsbewasha asphalt road overlaying project under 70% unconstrained
maintenance budget scenarios
 Contrary to your proposed maintenance work program, we suggest the
enclosure of Bambas – Jijiga & Jijiga – Togochale asphalt overlay road
projects under 70% unconstrained maintenance budget scenario with 5cm AC
thickness without exceeding the budget margin.
6.11 Concerning work programs under 2028:
 ERA shall be provided with the possible cost implications & related effect
analysis in the long run, as stated under task 5 of the ToR document, upon:
 Adjournment of both Aposto – Hagereselam & K/mengist - Wadera
asphalt road overlaying project under 70% & 80% unconstrained
maintenance budget scenarios,
Contrary to your proposed maintenance work program, we suggest the enclosure
of at least K/mengist - Wadera asphalt overlay road projects under 70%
unconstrained maintenance budget scenario with 5cm AC thickness without
exceeding the budget limit.

Moreover, please also consider the possibility to utilize such available financial
resource to treat Aposto – Hagereselam road segment with DBST, in case the
condition of the road warrants (Raveled sections and the like), so as to utilize any
remaining budget to the maximum possible level instead of letting it for free.
S. No. Reference Comment
6. Book of computation Consider our recommendation on maintenance treatment as tabulated below.
Table 1.3; page 8
7. Book of computation Finally, ERA demands a scientific clarification on the origination the extent
Table 1.3; page 13 -20 percentages you used in computing distress quantities.

No. Distress Extent Severity Proposed Maintenance Remark

Low Do nothing
Localized Medium Sanding
High Partial depth patching
1. Bleeding Low Do nothing
Medium DBST
Extensive
High Mill & resurface with an
approved HMA
Pothole depth Pothole reinstatement
with in the (Hot mini mix, Cold mix
surfacing course or DBST) Depending on the type of
Localized /
Pothole depth Pothole reinstatement surfacing material with which the
Isolated
extending down to base failure & Pothole pavement is finished with
the unbound reinstatement (Hot mini
pavement layers mix, Cold mix or DBST)
2. Potholes
Pothole depth
with in the Mill & resurface
surfacing course
Extensive Pothole depth
extending down to
Reconstruction
the unbound
pavement layers
Slight (< 5cm) Partial depth patching The patching & resurfacing
Localized
High (> 5cm) Full depth patching asphalt material shall have better
Slight (< 5cm) Mill & resurface stability value (Polymer modified
mastic asphalt),
3. Rutting
Extensive Drainage improvement works
High (> 5cm) Reconstruction
shall be considered as an integral
task.
Full depth patching & Drainage improvement works
Localized
shoulder rehabilitation shall be considered as an integral
Edge
4. Localized pavement task.
subsidence
Extensive reconstruction & shoulder
rehabilitation
5. Alligator Low (< 3mm) Asphalt patching (Sand
cracks Medium Seal) or Asphalt patching
Localized
(3 -12mm) (DBST)
High (>12mm) Full depth patching
Extensive Low (< 3mm) Sand seal coat or DBST
Medium
DBST or slurry seal
(3 -12mm)
High (>12mm) Reconstruction
No. Distress Extent Severity Proposed Maintenance Remark
Extensive Mill & resurface
Low & Medium Asphalt patching (DBST)
Localized Asphalt patching (hot
High
7. Raveling mix / cold mix)
Low & Medium DBST
Extensive
High Overlay
Asphalt patching (Sand
Low (< 3mm) Seal) or Asphalt patching
(DBST)
Medium (3
Crack sealing
-12mm)
Localized
Linear
Full depth patching
cracks
High (>12mm)
(Longitudina
8.
l/
Transverse)

Low (< 3mm) Sand seal coat or DBST

Extensive
Medium ( 3
DBST or slurry seal
-12mm)
High (>12mm) Reconstruction
Low
9. shoulder Shoulder rehabilitation
(Edge step)
The patching or resurfacing
material shall be of a better
Localized Partial depth patching
quality in terms of its stability
10. Shoving
such as polymer modified mastic
asphalt so as to resist the shear
Extensive Mill & resurface
stress induced by traffic.

To this end, we suggest that the maintenance activity selection & quantification procedures to be corrected
accordingly.