Final Asset 1

Addis Ababa University
School of Graduate Studies

Ethiopian Institute of Architecture Building construction and City Development (EiABC)
Program: Masters of Science in Construction Management
Construction Facility & Maintenance Management (COMA 6304)

Road asset management strategic plan for AACRA
Prepared by:
1. Abiy Mesfin………….. GSR/9383/11
2. Demewez Asfaw …..…..GSR/1338/11
3. Mahlet Deneke…………GSR/ /11
Submitted to: Asregdew Kassa (Ph.D.)
February, 2020 G.C.

Addis Ababa, Ethiopia
Acknowledgment
We would also like to express our sincere gratitude to our Instructor Dr. Asregedew
Kassa for his valuable comments and suggestion and for providing us this industry
related project. We also want to express our gratitude to Addis Ababa City Road
Authority (AACRA) for provision of invaluable information input, and supportive data.
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Prepared by: Abiy. M, Demewez. A, Mahilet. D 2020 G.C.
Executive Summary
In this semester project road asset management plan for AACRA is. The project begins a theoretical
background, providing a brief description of asset management, and outlining the current organizational
framework of the AACRA as well as the current asset management practice of the authority. The Asset
Management Plan itself begins with a definition of infrastructure asset categories and subcategories.
Thee the conditions and maintenance and replacement needs of AACRA road projects is also assessed.
Finally strategic plan is provided.
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Table of Contents
Executive Summary.....................................................................................................................................ii
List of figures..............................................................................................................................................vi
List of tables...............................................................................................................................................vii
Abbreviations............................................................................................................................................viii
CHAPTER ONE..............................................................................................................................................1
Theoretical Background...............................................................................................................................1
1.1. What is Asset Management?.......................................................................................................1
1.2. What can be included in an asset management system?............................................................1
1.3. Components of an asset management system............................................................................1
1.4. What are the requirements of an asset management system?...................................................2
1.5. How do existing systems fit into an asset management system?................................................3
1.6. Asset Management Characteristics.............................................................................................3
1.7. Development of an asset management system...........................................................................3
1.8. Road asset management functions..............................................................................................6
1.9. Data requirements in asset management....................................................................................7
1.10. Asset Management Decision Levels.......................................................................................10
CHAPTER TWO...........................................................................................................................................12
2.1. Current practice of asset management in Addis Ababa city roads authority..................................12
2.1.1. History of Addis Ababa City Roads development.........................................................................12
2.1.2. VISION & MISSION STATEMENT...................................................................................................12
2.1.3. Establishment, Powers & Duties of AACRA..................................................................................13
2.1.4. Powers & Duties of the Authority................................................................................................13
2.1.5. Work facilities of AACRA..............................................................................................................14
2.1.6. Technical Assets of AACRA...........................................................................................................14
2.1.7. Addis Ababa City Roads Network.................................................................................................14
2.1.8. Current Practice in Execution of Roads........................................................................................15
2.1.9. Strategy to expand and improve the Road Network....................................................................16
2.1.10. Asset Management system implementation in AACRA.............................................................16
2.1.11. Organizational structure of AACRA............................................................................................17
2.1.12. Data collection mechanism of AACRA........................................................................................18
Using Existing Mapping..........................................................................................................................19
2.1.13. AACRA asset classification.........................................................................................................19
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2.1.14. The major challenges of AACRA asset management department..............................................21

The Condition of the AACRA Assets.............................................................................................................1
Main roads in poor condition..................................................................................................................1
Collector roads in poor condition............................................................................................................7
Main roads in fair condition..................................................................................................................12
Collector roads in fair condition............................................................................................................23
Main roads in good condition................................................................................................................36
Collector roads in good condition..........................................................................................................41
1Addis Ababa City Roads Development Program..................................................................................15
1.2 Performance Evaluation of Addis Ababa City Road Network...............................................................15
Series 1
7000
6000
5000
4000 Series 1
3000
2000
1000
0
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
...............................................................................................................................................................21
CHAPTER TWO...........................................................................................................................................43
2.1. Strategic, network and program level strategic plan for AACRA....................................................43
2.1.1. Road asset management performance..................................................................................43
2.1.2. Measuring AACRA’s current road asset management performance with respect to elements
of asset management............................................................................................................................43
STRATEGIC FORMULATION........................................................................................................................47
3.2 Mission statement...........................................................................................................................47
3.3 Value Statement..............................................................................................................................47
3.4 Strategic goal...................................................................................................................................47
2.2. Project level and project selection level strategic plan for AACRA................................................51
iv
Performance-based approach...................................................................................................................51
Cost - budgeting........................................................................................................................................51
Life-cycle cost analysis...............................................................................................................................51
Policy – business strategy..........................................................................................................................51
Inter-department coordination.................................................................................................................51
Communication.........................................................................................................................................51
Maintenance techniques and program needs...........................................................................................52
Deterioration Performance...................................................................................................................52
List of Repair Candidates.......................................................................................................................53
Plan risk management (Establish the Context)......................................................................................67
2.1.1. Risk terminology definitions..............................................................................................67
2.1.2. Probability and impact matrix............................................................................................68
2.2. Step 2: Risk identification..........................................................................................................70
2.3. Step three: Qualitative risk analysis...........................................................................................71
2.4. Step 4: Risks Evaluation (Prioritization)..................................................................................72
2.5. Step 5: Risks Treatment.............................................................................................................73
References...................................................................................................................................................1
Appendix.....................................................................................................................................................1
Appendix A..............................................................................................................................................1
Glossary...................................................................................................................................................1
Appendix B -1..............................................................................................................................................1
Inventory of main Streets........................................................................................................................1
Appendix B-2.............................................................................................................................................19
Inventory of collector Streets................................................................................................................19
v
List of figures
Figure 1, Major elements of an asset management system (source: Austroads (1997)

Figure 2. Procedures undertaken with an asset management system( source: (OECD, 2001)
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List of tables
vii
Abbreviations
FHM …………………………….Federal Highway Administration

OAA…………………………….Office of Asset Management
OECD…………………..……….Organization for Economic Cooperation and Development
USDT …………………………...United States Department of Transportation
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CHAPTER ONE
Theoretical Background
1.1. What is Asset Management?
According to (OECD, 2001) a definition of “asset management” that is appropriate for the roads
sector is: “A systematic process of maintaining, upgrading and operating assets, combining
engineering principles with sound business practice and economic rationale, and providing tools
to facilitate a more organized and flexible approach to making the decisions necessary to achieve
the public’s expectations”. The term “asset management system” (AMS) embraces all the
processes, tools, data and policies necessary to achieve the goal of effectively managing
assets(OECD, 2001).
1.2. What can be included in an asset management system?
Each road administration is responsible for the management of its own unique set of assets.
However, the American Association of State Highway and Transportation Officials and the
Federal. Highway Administration (1997) cited in(OECD, 2001) broadly summarizes the typical
assets of a road administration as:
 Physical infrastructure, such as pavements and bridges.
 Human resources (personnel and knowledge).
 Equipment and materials.
 Other items of value such as rights-of-way, data, computer systems, methods,
technologies, and partners.
1.3. Components of an asset management system
An asset management system embraces all the processes, tools, data and policies necessary to
achieve the goal of effectively managing the asset. Although the concept of a “system” does not
usually focus on data requirements, an effective approach to managing the asset as an integrated
system should encompass the data required to meet asset management objectives. This implies
that, in general, an AMS will consist of the following components:
• Goals and policies of the administration.
• Data.
• Resources and budget details.
• Performance models for alternative strategies and programme development.
• Project selection criteria.
• Implementation programme.
• A monitoring and feedback loop.
These components are generally common to all asset management systems, and can be tailored
to match the needs of a road administration. In addition, the system should be flexible enough to
adjust to the changes in the components, particularly the goals, priorities and assets of an
administration. The establishment and operation of the system should follow a systematic
procedure that will generally involve the development, or use of existing, performance models
and will incorporate accepted economic and business practices. Asset management systems can
involve detailed data analysis to facilitate interpretation by administrators for “best” policy
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determination. This means that there is a need for adequately trained users with the necessary
skills to use the system effectively.
Austroads (1997) cited in (OECD, 2001) defies major elements of an asset management system
as follows:
Figure
1.1,
Major
elements
of an
asset
management system (source: Austroads (1997)

1.4. What are the requirements of an asset management system?
Asset management systems generally:
• Include inventory information for the asset and condition measures.
• Include values of condition of the asset.
• Include a performance prediction capability.
• Ensure data integrity, enhance data accessibility and provide data compatibility.
• Include all relevant components in life-cycle cost analyses.
• Enable the removal of outdated systems and unproductive assets.
• Consider both system and project optimization.
• Report useful information on a periodic basis, ideally in real time.
• Facilitate iterative analysis processes that can be performed on a regular basis.
1.5. How do existing systems fit into an asset management system?
One of the key aspects of asset management is integration. AMS provides an integrated approach
to all administration costs, be they road user, works, administration, environment or social costs,
and the use of existing administration data sources. AMS integrates existing management
systems for individual assets. This merger provides road administrations with consistent system-
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wide data, enabling the allocation of available funds across competing pavement, structure and
other infrastructure needs (Transport Association of Canada, 1999).
1.6. Asset Management Characteristics
Asset Management is a generic framework of tools and methodologies aimed at enhancing
infrastructure management by emphasizing good business practices and asserting the holistic
approach. It incorporates elements of various diverse disciplines such as accounting, value
engineering, life-cycle cost analysis, economics, risk management, and user satisfaction (Danylo
1998) cited in (USDT, FHM, 2009).It also differs from the traditional management practices in
the following ways:(USDT, FHM, 2009)
• Applies strategic, rather than tactical, measures, goals, and policies.
• Addresses decisions in a network, system-wide fashion rather than at a project level.
• Integrates existing individual infrastructure systems and databases in a common
interoperable environment.
• Introduces and incorporates financial and economic performance measures, ideas, and
theories and treats the infrastructure management process as a business, which requires
efficiency and effectiveness.
• Models internal processes after the private sector.
• Establishes efficient documentation and communication of the decision making process,
which yields two significant benefits: (1) making management decisions transparent to all
kinds of shareholders and (2) rendering decision makers accountable for their choices.
1.7. Development of an asset management system
The development of asset management systems for road administrations is a logical evolutionary
step from managing individual assets (such as pavements and bridges) and programmes (such as
capital and maintenance) to managing from a broader perspective that will use more effectively
the combined but limited resources available to an administration. As such, asset management
systems are generally integrated systems in which the data from existing management systems
for individual assets can be combined to produce new information that, in many cases, it has not
been possible to consider easily with separate systems for individual assets. Many road
administrations already have a solid backbone on which to build an asset management system,
but there are a number of opportunities for improvement:
• Developing common or shared databases
• Integrating management systems for individual assets
• Integrating capital, maintenance and operating programmes
• Linking policies with engineering standards and programme development
• Applying sound economic and business philosophies to the decision-making process
• Developing the tools and computer models necessary to evaluate alternative strategies
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Figure 1.2. Procedures undertaken with an asset management system( source: (OECD, 2001)
Goals
• Congestion
• Intermodal
• Network
• Pavement condition
• Safety
• Structure condition
Policies
• Access
• Administration standards
• Community benefits/interaction
• Economic development
• Engineering standards
• Environmental standards
• Heritage management/cultural resources
• Long-range plans
Organizational structure
• Political issues
• Research
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• Stakeholder requirements
• Training
Budget
• Annual/multi year.
• Division/breakdown into budget heads.
Asset data
• Collection methods field, laboratory, automated, multimedia
• Common database and reporting including map based reporting
• Condition assessment current status
• Inventory type (pavement, structure, sign, etc.) location, features
• Population type, composition, growth rate
• Traffic type, composition, growth rate
• Valuation current financial and economic value, capitalization methods
Performance modelling
• Deficiencies/needs gap analysis, network analysis
• Future condition deterioration models, remaining life
• Levels of service
• Valuation financial and economic value, capitalization methods
• Volume/use forecast vehicle operating and user cost models
Analysis options
• Cost benefit
• Environmental
• Life cycle cost
• Multi criteria
• Risk
• Safety
• Treatments, maintenance
Programme optimization
• Alternative levels of detail
• Environmental analysis
• Financial/economic analysis
• Integration of assets
• Multi-criteria analysis
• Programme review and approval process
• Risk analysis
• Trade -off analysis ,decision rules/tools
Project selection/prioritization
• Project ranking economic, environmental, risk, multi-criteria.
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• Treatments project and network level.

Implementation programme
• Construction
• Maintenance
• Operating
• Monitoring/feedback
• Budget review
• Condition assessment
• Data collection
• Goal review
• Policy review
1.8. Road asset management functions
The road asset management functions can be described under the following four headings
as per (OECD, 2001).
1. Strategic planning: long-term decisions affecting the whole of the road network, undertaken
primarily for the benefit of senior managers and policy-makers.
2. Programming: determining those parts of the road network where work can be undertaken
with available resources in the next budget period.
3. Preparation: design of works for individual sections of road, issuing of contracts or works
orders for works that have a budget commitment.
4. Operations management: managing and supervising on going works in individual subsections
of road.
Performance measurement is a process of evaluating progress toward reaching predetermined
goals, comprising information on the efficiency with which assets are transformed into goods
and services (outputs), the quality of those outputs (how well they are delivered to clients and the
extent to which clients are pleased) and outcomes (the results of a program activity related to its
proposed purpose), and the effectiveness of government operations in terms of their particular
contributions to program objectives”
1.9. Data requirements in asset management

Asset management systems generally make use of data from a wide range of sources, both within
and outside a road administration. Asset management systems also supply information to various
levels and parts of an administration (e.g. senior management, decision makers, etc.) where it
may be combined with data from other systems. It is therefore vital that every effort is made to
ensure that all data, both used by and output from, an AMS is of an appropriate quality. This in
turn necessitates that all staff within an organization are aware of the importance of data quality
and that appropriate data checking and validation procedures are put in place.
According to (USDT, FHM, 2009) the data collection requirements can be categorized in the
following three groups:
• Location: actual location of the asset as denoted using a linear referencing system or
geographic coordinates.
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• Physical attributes: description of the considered assets, which can include material type,
size, length, etc.
• Condition: condition assessment data can be different from one asset category to another
according to the set performance criteria. The data can be qualitative and generic (e.g., good,
bad, etc.), or detailed and quantitative in accordance to establish practices and standards (e.g.,
pavement condition index, bridge health indices, etc.
Typically, an AMS in use by a road administration will utilize of the following data:
• Definition of the network.
• Definition of the assets on the network (e.g. bridge, pavement).
• Location of the assets on the network.
• Condition of the assets.
• Levels of use (e.g. traffic flows).
• Policies and standards (e.g. maintenance standards and treatment designs as well as
monitoring information such as performance measures).
• Budget information (e.g. broken down by asset type, programme level).
Asset data are used in various analyses undertaken in conjunction with the AMS (e.g. calculation
of an asset value). The results from the analyses may be held in the database linked to the AMS.
Data administration
For all asset management systems, the importance of effective data administration cannot be over
emphasized. The connection between the data, the ownership of the data and a detailed
description of the data must be correctly established and defined at the outset and maintained
throughout the life of the system. It is the responsibility of the management within an
organization to promote the importance of effective data administration and to ensure that staff
are well-equipped and have an appropriate mandate for the realization of this task.
Particular attention is required where data comes from sources outside the organization.
Management must make clear what information is required, which organizations are responsible
and what data are to be supplied. The adoption of a structured approach will identify any gaps in
the data and will highlight any data that are of inadequate quality.
Data collection
Data suppliers must be alert, not only to the accuracy of the data collected, but also to its location
and lifetime. Suppliers therefore need a reliable quality control procedure for checking these
elements. Typically, a quality control procedure for data collection should include:
• A formal quality management procedure (e.g. operating under ISO certification).
• Predefined warning values or historical data that can be used in control procedures.
• A requirement that all equipment must be calibrated regularly.
• Reasonable storage mechanisms for raw data (i.e. data used to produce the data in the AMS).
Above all, data suppliers within and outside the road administration must recognize the need for
data quality and ensure its delivery(OECD, 2001)..
Data storage
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The data used by an AMS has a high financial value to a road administration. Therefore, once the
collected data have been supplied, they will generally come under the control of the
administration function within the road administration. The administration will have
responsibility for controlling the quality of both new and stored data. Typically, data quality
control procedures should include:
• Data verification (i.e. data should be checked for integrity, location, time, completeness and
accuracy).
• Application to both incoming data and existing stored data.
Management systems
Asset management systems combine information from more than one source and generally use
this to enable administrators to produce additional interpretations of existing data and/or new
information. This requires that both the management of the input data and the processes within
an AMS must be carefully controlled in order to ensure its effective operation(OECD, 2001)..
Possible ways of improving the effectiveness of an AMS include:
• Generating calculations within the AMS that are correctly configured and “calibrated” to
match the business requirements of the organization.
• Facilities to ensure that the outputs of the system can be compared with results from earlier
years, different assets, regions and management units as well as with users’ knowledge and
expectations about the condition and durability of the asset.
• Ease of examination of financial results to aid decision making and input into other systems.
• Cross-checks when combining or summarizing data from different sources to avoid
misinterpretation.
• Use of data mining techniques at any stage of the analysis for investigating trends in the data.
• Facilities to ensure that outputs from the AMS can feed back into the administration to help
define policy and standards and performance against targets(OECD, 2001)..
Data analysis
Asset management systems generally carry out the following data analyses:
• Interpretation of the condition data collected on the individual assets.
• Identification of “optimal” treatments.
• Calculation of life-cycle costs.
• Prioritization of maintenance treatments against budgets.
Asset management generally examines such factors as investment levels, maintenance standards
and economic importance. In terms of infrastructure management, these factors may be
translated into various measures of performance of the asset, including level of use, safety and
environmental impact. Asset management will therefore be influenced by geographical and
socio-economic circumstances in the organization and the business processes adopted(OECD,
2001)..
The value of the assets will be calculated using recognized and accepted accounting practices
within the AMS. The calculation of the value of the asset is not generally included in
management systems for individual assets. Data analysis can be of a technical, financial or
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general nature and not every type of analysis will be used equally in all levels of an organization.
In general, different parts of an organization will carry out data analyses at different levels of
detail(OECD, 2001)..
Type of analysis Analysis
Condition of the asset
Causes of maintenance
Technical
Age and degradation of the asset
Use of the network
Budget required
Budget allocations (e.g. budget breakdown)
Variations in unit prices
Economic
Deviations between out-turns and estimated costs
Maintenance costs of assets
Total costs and budget
Comparison of prioritization with political preferences
Comparison of detailed and outline technical plans
General
Changes in performance monitoring statistics
Comparison of regional performance monitoring statistics
Table 1.1. Types of data analyses carried out by a road administration authority
1.10. Asset Management Decision Levels
All forms of management have an internal hierarchy of decision making levels. The structured
process inherent in most corporate systems aggregates information and generalizes the scope of
decisions to be made higher in this hierarchy. Infrastructure management and Asset Management
are not exceptions. There are various decision making levels that represent different perspectives
on the system, ranging from very specific, detailed, and project oriented views to generalized,
comprehensive, strategic ones. The decision levels pertaining to Asset Management as identified
in literature are the strategic level, network level, and project level(OECD, 2001).
The strategic decision making level is the broadest and most comprehensive. It pertains to
strategic decisions concerning all types of assets and systems within the civil engineering
environment, one of them being the transportation sector. Within transportation, it may consider
all different modes and all assets pertaining to these modes. The strategic level of decision
making is concerned with generic and strategic resource allocation and utilization decisions
within the constructed environment.
The network decision making level pertains to determining the overall agency-wide
maintenance, rehabilitation, construction strategies, and works programs. This decision level
considers system-wide decisions, but its scope is narrower than the strategic level’s. Overall
budget allocation and transportation planning are the key focus areas. This decision level is often
broken down in to program and project selection levels (OECD, 2001).
The program decision making level is concerned with the overall, network wide programming
of actions and allocations. It is involved in policy decisions, and the aim is the system-wide
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optimization of funds allocated to rehabilitation, maintenance, or new construction of

infrastructure assets.
The project selection level is concerned with decisions on funding for projects or groups of
projects. This level generates decisions at a higher level of aggregation than the project level, but
it requires more detailed information than the program and network levels. It serves as a link
between the network level and the subsequent project level of analysis.
The project level of decision making and analysis pertains to the specific, mode-wise, asset-
wise, and geographically determined projects. It addresses the design of the projects included in
the overall work plan needed to meet the agencies’ performance measures. It is also called “field
level” or “operational level” and refers to how the actual work is going to be done.
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CHAPTER TWO
2.1. Current practice of asset management in Addis Ababa city roads authority
2.1.1. History of Addis Ababa City Roads development
Addis Ababa city was founded by Minellik II and Empress Taitu in 1887. The history of the
city’s road development also begins from the inception of the city. Minellik II constructed the
first ever two roads in the city as well as in the country that stretch from Addis Ababa to Addis
Alem and from His Palace to England Embassy in 1902. In 1904, the first roller was imported
by the emperor and was being pulled by many people for its operation. Emperor Minellik was
also believed to be the first in importing two cars in Addis Ababa and introduced the car
technology in the city for the first time in 1907.
The country’s modern road construction is highly interlinked with Emperor Haile Sellase’s
ruling period. During the regime of Haile Sellase I, a number of contractors were organized to
carry out road construction.The first one to be established by the Government to construct roads
was Public Works Department. It was established to construct roads and buildings in Addis
Ababa and in its surrounding. After a few years, this department was raised to a minister level
and Addis Ababa got the chance to establish its road development organizational structure.
When it was decided for Addis Ababa to have a mayor and a council in 1942, after independence
from Italian occupation, the city roads construction and maintenance was organized under the
municipality. To fulfill the road construction activities together with building works the “Road
and Building works” department was established. This department stayed till the replacement of
the Haile Sellase regime by the Derg regime performing its duties. However, no fundamental
organizational change of the department was observed in the Derg regime.
In 1993 the existing Government (EPRDF) has established regional governments and gave them
power to administer their regions with autonomy. During this time, Addis Ababa was also
established as one of the regions. The Addis Ababa administration during this period established
the “bureau of works and urban development” and the bureau organized a department under it to
carry out the road construction and maintenance works. The newly established road department
constructed and maintained the city roads until the establishment of the Addis Ababa City Roads
Authority in March 15, 1998 by regulation No. 7/1998 to be administrated by board of directors
to construct maintain and administer the road works in Addis Ababa, by the city Administration.
The total length of road constructed in the city until the establishment of the authority in March
1998, was 1632 km of which 1303 km was gravel road and the remaining 329 km was Asphalt
surfaced road. The Addis Ababa City Roads Authority has done remarkable progress in the city
roads expansion and upgrading in the last 17 years since its establishment. To date the City
Roads network length reached 5365 kms of which 1326 km is gravel surfaced, 1596 km is Coble
stone paved road and 2443 km is Asphalt surfaced with 7 meters’ width and the road network
coverage has reached 20.1% compared with the developed area of the city.
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2.1.2. VISION & MISSION STATEMENT

VISION
To upgrade, construct and rehabilitate the Addis Ababa city roads in quality and increase the
network size to achieve the coverage 25% by 2020.
MISSION
To be a safe, effective, efficient and fully integrated Road Authority which will best meet the
needs of all the Residents of the City of Addis Ababa, at improving Levels of Service and
Reducing Costs of Living for Economic and Social Development, whilst being Environmentally
& Economically Sustainable.
VALUES
• Readiness for change
• Delivering better services
• Quality and low cost
• Transparency
• Accountability
• Leading with faith and knowledge
• Impartiality
• Safety
2.1.3. Establishment, Powers & Duties of AACRA
Establishment of AACRA
Authority Established to be led by the Board of Directors in March 1998. Restructured as an
Authority led by the board of directors in 2003 and in 2008 under the city Manager’s office. The
restructuring of the 2008 is based on the BPR reform study and the Authority is placed under
Design and Construction Administration Development Bureau. The Authority is placed under the
newly established road and transport Bureau since September 2010 being led by the Board of
directors chaired by the City Mayor and restructured.
A General Manager, having one Deputy General Manager, 3 Main processes, with six Subs –
Processes, 7 Support Giving Sub-processes and 37 case teams, leads the Authority under the new
structure.
2.1.4. Powers & Duties of the Authority
• Initiate Policies and Laws with regard to the City road network, Construction, Protection and
use of roads.
• Determine Design Standards for Roads and Implement them.
• Design, Construct and Maintain the City Roads on its own or have them done with the use of
Consultants & Contractors.
• Design or cause the designing of Traffic Signs, Erect & Protect these Signs.
• Prepare Long term, Medium & Short term Plans and Programs with respect to the
Construction of Roads & other related activities, and Implement it upon approval.
• Construct roads on its own or have them construct through contractors
• Determine the criteria for the selection of consultants and contractors for roads to be
constructed by other bodies
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• Prepare and cause the preparation of work consultancy service contracts, conclude contracts
and see to it that there is supervision with (a contractor an ensuring that works are executed
as per contracts conclude and supervise same)
• Design or cause the designing of traffic signs with regard to roads, collect information from
appropriate government offices and place traffic signs on roads, and inform to concerned
offices of that they do follow up and implement accordingly
• Erect and protect signs that indicate the direction of roads and squares
• Cause the installation and protection of traffic signs of the roads and squares
• Cause the erection and protection of roads/street lights
• Determine the size of land required for pedestrian roads and standards for the construction
thereof, and it shall also construct, cause the construction of and protect pedestrian side
walks’
• See to it that the personnel necessary for the authority are trained and establish training
institutions
• Manufacture materials that are necessary for road construction and use them and , where
necessary , it shall sell such materials
2.1.5. Work facilities of AACRA
 AACRA Head Office building 6 stories with more than 300 offices.
 Workshops with shop equipments of assorted type.
 Cement Concrete and Metals production sites.
 Concrete Pipes & Tiles production sites.
 Asphalt Concrete production sites.
 Quarry sites with 6 Crushing plants.
 Cobblestone production sites
2.1.6. Technical Assets of AACRA
 Established Pavement Management System.
 Prepared Standard Design manuals, Standard Specification for Bridge & Road works
and Standard Contract Documents.
2.1.7. Addis Ababa City Roads Network
The road network of the city Compared to the built up area is as follows: -
 Total Area of Addis Ababa 54,000 hectare
 Total Length of Road Network with 7 Meters width 5365 km.
 Total Built up area 16,902 hectare or 169.02 km2
 Road density about 22.07 km/km2 of the built up area.
 Road coverage 20.1% of the total coverage of the built up area since July 6 2015.
Addis Ababa City Road Network Map
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Figure 2.1. Addis Ababa city road network

Average annual budget
 Average Annual Capital Budget for the past 3 years for new projects – ETB 1550million.
 Average Annual Capital Budget for the past 3 years for maintenance – ETB 37.50 million.
 Average Annual Ordinary Budget for the past 3 years – ETB 30million.
 Average Annual Total Budget for the past 3 years – ETB 1617.5 million.
2.1.8. Current Practice in Execution of Roads
Design, Construction and Maintenance
Financing:
 Design - by the City Administration
 Construction- by the City Administration & Donors
 Maintenance – by the Federal Road Fund & the City Administration
Work Executions:
Design: mostly by local and international consulting firms in addition to own force
Construction; mostly by out sourcing to Local construction firms & few roads by international
contractors and roads with Sever Right of way problems by AACRA’s own force
Maintenance: presently mainly by own force and some Activities are out sourced in future all
maintenance works will be outsourced.
2.1.9. Strategy to expand and improve the Road Network
Near Future Goal
Construct additional roads to increase the road network coverage to 25% of the built up area of
the city- by 2020.
Actions to realize this goal
 Complete the designing of the road network as per the master plan up to 2015.
14
 Expand and rehabilitate the road network

 Primarily those which are connecting to the Ring Road
 Rehabilitate and upgrade the major city roads as per the master plan
 New access roads to the new Industrial and Expansion areas.
Medium Term Plan
 Keep on outsourcing all design works
 Outsource all new road construction works
 Carry out preparatory works towards the possibility of outsourcing road maintenance
works
Long Term Plan
 Outsource all construction works including maintenance works
 Organize the current own force departments into an independent commercial enterprise
 Make the function of the Authority a lean regulatory and contract administration body
2.1.10. Asset Management system implementation in AACRA
Asset Management implementation of Addis Ababa City Road Authority is at beginning stage.
They currently organize the Asset management office under the Road Asset Management Vice
President Director General. Sub cities in Addis Ababa are designated under each road asset
management directorate. Under the Central RAM, designated offices are: Kirkos, Lideta , Arada
and Ring Road and the offices under Eastern RAM are: Bole sub city and Ring road, the
Southern RAM are : Nifasilk Lafto, Akaki kality and Ring road, offices designated under
Northern RAM are : Gulele, Yeka and Ring Road asset management Stream. The following chart
shows asset management directorate.
15
2.1.11. Organizational structure of AACRA
Figure 2.2. Organizational structure of AACRA
Director
General
Road asset
management DDG
South A.A RAM $

West North Central East
RAM Database
RNM Support RNM BMA
Figure 2.3. Road asset management stream
16
2.1.12. Data collection mechanism of AACRA

The pavement data collection process of AACRA is based on different factors which includes,
pavement current condition, pavement historical performance, pavement materials, pavement
thicknesses, traffic information, pavement geometry, and environmental data. AACRA data
collection mechanism is mainly through visual inspection methods this data collection
mechanism is blamed to be the source of improper maintenance type decision and frequent
failure of maintained roads (based on the information from interview) and they also have a new
mobile sensor technology with the help of JICA.
Walked Data Collection
Inventory data can be collected using existing resources, who are trained to capture relevant
details as a separate surveying exercise.
Advantages: Collection of data using a walked additional survey, by existing resources, has the
advantage of the data being captured by people who may subsequently use it. A walked survey
allows all data to be captured. Using existing resources to collect the data means that they are
trained in the process of data capture and can then subsequently assist with the upkeep of data.
Disadvantages: Depending upon the amount of data that is missing, collecting data by additional
survey can be time consuming and costly. If the data required is only pavement data, then the
survey can require a lot of walking to collect a relatively modest amount of data.
Relative Cost: The cost of a survey of this nature is highly dependent upon the items of data
being captured and the capability of the staff chosen to undertake it. This can be a comparatively
expensive method of data capture.
If no inventory data is held, it may be appropriate to undertake a full inventory survey and get a
complete base inventory and follow this up with maintenance of the data by 'walked inspector
data collection'.
Topographical Surveys
This method involves the use of topographic survey methods to accurately locate inventory data.
This would typically comprise the collection of point items, lines and polygons for each of the
asset types collected.
Advantages: This method provides a high level of accuracy for location. Where detailed records
of areas are required, it provides polygon data which can be presented in graphical format that
better reflects reality than line data.
Disadvantages: The level of accuracy that topographical surveys provide is not required for
many road asset items. The data, once collected, has then to be managed by others and collection
via this method does not assist in creating a resource capable of keeping the data up to date.
Relative Cost: The relative cost of a topographical survey can be high, but may be warranted if
there is a specific need for collecting of accurate area information.
Digital Video Capture
This method involves using specialist vehicle-mounted digital video equipment to capture data.
The survey is undertaken, by driving the vehicle around the survey route. Data is then taken-off,
17
either automatically for some items using sophisticated software or by an operator subsequently
viewing the videos and digitizing the data required.
Advantages: This method provides a record that can be replayed and reviewed. It is
comparatively safe, as it is undertaken from a vehicle. Large amounts of data can be relatively
rapidly collected.
Disadvantages: In some instances, the video capture may miss items that are obscured by parked
vehicles and other obstructions.
Vehicle-based Condition Surveys
This method involves using data, usually a video, collected during vehicle-based condition
surveys, as a source of inventory data. Surveys such as the UK “SCANNER” condition surveys
will typically collect video data. It is similar to the method above, but would generally not apply
such sophisticated video technology.
Advantages: This method takes advantage of data that is already available, from a survey that has
been paid for.
Disadvantages: Taking data from a video relies on the image being good enough, to discern
things like changes in surface and where the edge of pavement is. A vehicle-based condition
survey will only be available for some roads, typically national and regional roads. This survey
might not provide geo-referenced co-ordinates or measurements and if that were the case, it
would be of limited use for inventory capture.
Relative Cost: The relative cost is low. The additional survey cost should be nil. The cost lies in
the activity in taking-off data from the videos.
Aerial Photography
This method uses aerial photographs as a means of identifying areas and location of assets. This
method is rarely used for road asset management data collection.
Using Existing Mapping
This method uses existing mapping to determine areas of road.
Advantage: This can be a cheap source of some basic area data.
Disadvantages: The accuracy of the mapping may not be suitable to enable its use for many
areas. The method cannot be used to capture material type and is likely to only be used in
combination with other surveys.
2.1.13. AACRA asset classification
Roads and Infrastructure
Level Assets Description
Highway All pavement structures
Walkways and Cycle tracks Walkways and cycles within the ACCRA
road network (urban roads under the
Roads and management ACCRA)
Infrastructure Road Structures All bridges, tunnels, foot bridges, retaining
18
walls and other structures

Intelligent Transport Systems All ITS systems
(ITS
Street Furniture All signs, traffic lights, fences, marking, etc.
Street Lighting All street lighting and electrical road
equipment
Road Drainage All drainage systems including ditches,
culverts, etc.
Service roads All services roads within responsibility
ACCRA
Street Car Parking All on-street parking within responsibility
ACCRA
Table 2.1. AACRA asset classification based on level 4
Data field Level 4 asset group
Level Assets TYPES
Ring Road (RR)

Principal Arterial Street Asphalt Road
Highway (PAS) Gravel Road
Sub – Arterial Street Curbstone
(SAS)
Collector Street (CS)
Local Street (LS)
Footways
Walkways and Bridges Road Over Bridge River
Roads and Cycle tracks Over Bridge
Infrastructure Road Structures Pedestrian Structures Pedestrian over Bridges
Culverts Box, Slab, pipe
Single Light
Intelligent Traffic Signals Dual lights
Transport CCTV Systems Three lights or more
Systems (ITS) Fixed Cameras
Danger warning signs
Priority signs
prohibit or restrictive signs
Traffic Signs Mandatory signs
Special regulation signs
Information, facilities, or
service signs
Direction, position, or
indication signs
Street Furniture Fence(Barrier/Guardrail Steel, Concrete, Masonry
19
)
Street Lighting Street Lighting Light poles, Luminaires,
Road Drainage Gravity Pipeline Pipe line
Ditch Manhole Chamber
Table 2.2. AACRA asset classification Data filled based on level 4

2.1.14. The major challenges of AACRA asset management department
1nternal challenges
Shortage of approved budget: When budgets are prepared it is based on the needs for the
maintenance and other asset treatment works but the budget allocated for the road asset
maintenance is not the same as the requested budget so it is the major challenge to undertake
different planned works
Lack of well-established asset management system: AACRA still does not establish a
governance framework and well-studied policy and strategy for asset management directorates
this hinders the work progress arrangements and performance evaluation for each maintenance
and related activities.
External challenges
Drainage system: Addis Ababa city is established without proper drainage and waste water
treatment lines this creates several repetition of the maintenance works
Community awareness: The community doesn’t have a positive attitude and good habit
towards road assets and there is a deficiency in enforcing the government
punishment law as a result local community is now freely abusing the road
assets which are constructed through large amount of country investments
and creates redundancy in maintenance works with in short period of time.
20
CHAPTER THREE
Asset management plan

The AACRA assets covered by this asset management plan is roads which are critical to sustained business
Goal
To meet the required level of service in the most cost effective manner for present and future
consumers by better management of road assets.
Objectives
 Public assets and infrastructure will be planned, managed and funded to meet agreed levels
of service
 Ensure the road system meets the transport needs of the community
 Enhance the viability of public infrastructure.
How Objectives & Strategies are

Objective Strategy addressed in
AMP
 Strengthen AACRA asset
management capability • This Plan analyses current transport
Public assets and  Resource and implement a assets data and current management
infrastructure will prioritized maintenance practices
be planned, program for all • Future management options are
managed and road assets, incorporating a investigated and recommendations
funded to meet risk management approach documented that will assist in
agreed levels of  Continue to engage with the maintaining the road network at an
service community in relation to agreed level of service
acceptable service levels for all
public assets
• Sets works priorities and minimum
target service levels for assets
 Ensure road standard levels of
Ensure the road • Develops effective methods to
service are achieved
system meets the program and carry out performance,
 Review and improve road
transport needs of and condition monitoring and reporting
maintenance practices and
the community. of assets
procedures • Detailed annual reporting of asset
condition
21
Seek AA city and Federal

Enhance the
government
viability of public
contributions for provision and
infrastructure.
maintenance of road infrastructure
Table Organisation Goals and how these are addressed in this Plan
LEVELS OF SERVICE
AACRA has not carried out any detailed research on customer expectations however during the
preparation of the Community Strategic Plan, consultation and input from the Community was
achieved through a number of on-line surveys, Community workshops and Focus Groups;
undertaken during August and September of 2011. The results are shown in the following
graphs.
Technical Levels of Service - Supporting the community service levels are operational or
technical measures of performance. These technical measures relate to the allocation of resources
to service activities that the council undertakes to best achieve the desired community outcomes.
Technical service measures are linked to annual budgets covering:
• Operations – the regular activities to provide services such as opening hours, cleansing
frequency, mowing frequency, etc.
• Maintenance – the activities necessary to retain an assets as near as practicable to its original
condition (eg road patching, unsealed road grading, building and structure repairs),
• Renewal – the activities that return the service capability of an asset up to that which it had
originally (eg frequency and cost of road resurfacing and pavement reconstruction, pipeline
replacement and building component replacement),
• Upgrade – the activities to provide an higher level of service (eg widening a road, sealing an
unsealed road, replacing a pipeline with a larger size) or a new service that did not exist
previously (eg a new library).
The standard of service must be balanced against the cost of providing the serviceTECHNICAL
LEVELS OF SERVICE
Service Criteria Service Target Compliance Measure
Repair wheel path potholes deeper than
Less than 2 justified
Ongoing repair potholes 50mm within two weeks of being
complaints per month
identified
Progressively convert gravel
Annual budget
collector road surfaces to No gravel surfaces by 2040 for top 4
allocations set
sealed surfaces, excluding Collector
to achieve target and
unsealed shoulders adjacent to Roads
spent each year.
table drains
Program routine maintenance of culverts
Keep culvert inlet and outlets Less than 2 justified
every
clean complaints per month
4 years
Ensure signs are legible, Program works as required and within Less than 2 justified
accurate and correctly installed one complaints per month
22
month of being identified.

Attend asset replacement Required funding
Allocate funding required to eliminate
before assets become allocated each financial
Condition level 5 assets
unserviceable year’s budget
Slash at intervals to ensure a maximum
Control grass growth on height
Less than 2 justified
unsealed shoulders or sealed of 300mm is not exceeded. Twice per
complaints per month
roads year
(average)
3. Asset management plan

3.3. Step one , AACRA Road Inventory(asset register)
Sub categories of AACRA road asset
 Asphalt Road
 Gravel Road
 Red Ash Road
 Large Block Paved Road
 Cobblestone Road
 Compacted Earth Road
 Asphalt Footpath
 Footpaths
 Roundabout at Grade 40 Public Toilet
 Roundabout Elevated
 Bridge
 Culvert
 Overpass (Flyover)
 Pedestrian Footbridge
 Retaining Wall
 Road Furniture
 Street Lights
 Traffic Lights
Operational Category: Drainage
 Open-Channel Drains
 Piped Drains
 Culverts
 Attenuation Ponds
 Facilities
 Plant and Equipment
 Vehicles
3.4. Inventory of major assets (Asset register)
The Structure of the Inventory
23
The way in which data is managed in AACRA can be divided into two parts: core infrastructure
data, which is managed either within a GIS or CAD environment; and other data (facilities, vehicles,
plant and machinery), which is managed within the framework of non-spatial (relational or
tabular) databases. Looking first at the data that has a spatial component, this is managed almost
exclusively by AACRA with using a mix of GIS and CAD software to store data as well as Microsoft access.
3.5. The Road Classification System for Addis Ababa

The planning of Road Reserve Width
the road (Right of Way)
network is
defined in terms
of a road
hierarchy, which
specifies the
width of road
reserves (rights
of way) for
different road
types. The
primary
determinant of
the
classification
system is the
‘Right of Way’,
i.e. the width
of the (road)
reserve
allocated to
the use of the
road, its
associated
works, such as
footpaths, and
other
networked
infrastructure.
The
classification
system does not
define road
widths as such,
and these can
vary
significantly
even within the
same road
classification.Roa
24
d Classification
PAS 0 >60m
PAS 1 60
PAS 2 50
PAS 3 40
PAS 4 30
SAS 1 25
SAS 2 20
CS 1 15
CS 2 20
CS 3 25
CS 4 30
LOCAL 8, 10
SUB-LOCAL 6
Table 3.1: The Road Classification system for Addis Ababa
The roads falling within the classification of PAS, SAS and CS are termed ‘Masterplan Roads’; and
together comprise the major road network of the City. These could also be thought of in terms of
comprising the Metropolitan Road Network. The design, construction and maintenance activities
associated with these roads are the direct responsibility of ACCRA. This is also the case for
associated works such as bridges, roundabouts, culverts, footpaths and road furniture. In addition,
drainage is seen as an integral part of the road network, though this only comprises road drainage.
3.6. Bridges and Culverts

 Small span bridges: <15m
 Medium span bridges: 15 – 50m
 Large span bridges: 50 – 100m
 Extra-large span bridges: over 100m
Road inventory
The road inventory is used as the basic reference for planning and carrying out maintenance and
inspections. AACRA road asset management department has been broken down into a series of
links and nodes, each defined by a specific number and each being identified physically on the
road. The essential elements of each link include route name and length, functional classification,
pavement and surfacing type, etc.
25
Road inventory by road type
Road inventory by catagory
26
3.8.1. Inventory of main Streets (please refer appendix B-1)

3.8.2. Inventory of collector Streets (please refer appendix B-2)
3.8.3. Inventory of Ring Roads
Width2. Carriage Way
TypeSurface Drainage
Project Hand Over

Walk Way Length
Surface Drainage
Road Conditions
4. Car.W+WW
3. WW Width
1. Std. Width
No of Bridge
Road Name
No Of Lean
Area(4*5)
5. Length
Length
Type
Type
Area
Winget RR
to
Diaspora Asphal pip 1994E Goo
RA RR 40 40 3 33500 1340000 191429 67000 t e 67000 C d 138 32
From
Winget RR
to Gojam pip
Ber RR 40 40 3 4082 163280 23326 8164 e 8164 2005 4
RR 40 40 0 0 0 0
Gottrea Very
Interchan pip 2000E Goo
ge 40 40 8100 324000 46286 8100 e 8100 C d 77
45,68 1,827,28 261,04 83,264. 83,264.0 215.0 36.0
Total 2 0 0 0 0 0 0
261.0
Km 45.7 1827.3 4 83 83 0
Grand
Total 939.21
1
3.8.4. Total road inventory
Surface Ring Road PAS SAS CS LS Total

Type Length(m)
Length Area (m2) Equiv. Length Area (m2) Equiv. Length (m) Area (m2) Equiv. Length Area (m2) Equiv. Length Area (m2) Equiv.
(m) Length (m) Length Length (m) Length (m) Length(7m
)
Asphalt 37582.0 1503280.0 214754. 267235.1 8345521.0 1192217.3 112209.5 2149982.6 307140.4 109094.0 1831219.8 261602.8 390287.8 5095153.5 727879.1 916408.5
3
Cobble 0.0 0.0 0.0 869.0 14108.0 2015.4 23471.7 359864.1 51409.2 1427662.9 11334154.2 1619164.9 1452003.6
Gravel 8536.0 133123.0 19017.6 6681.8 89170.6 12738.7 55139.0 481237.8 68748.3 429293.2 4492114.6 641730.7 499650.0
Earth 0.0 0.0 0.0 580.0 6960.0 994.3 28642.5 265176.9 37882.4 237619.2 2395256.9 342179.6 266841.7
Coble Stone 0.0 0.0 0.0 0.0 0.0 0.0 1323.9 19127.4 4030.0 251299.0 2751596.6 393085.2 252622.9
Under 50220.3 2282134.2 326019.2 27380.9 584381.7 83483.1 19456.4 393785.3 56255.0 97057.6
Constructio
n
Planned 76120.4 68634.0 9804.9 21801.7 509992.3 72856.0 96389.9 2155755.8 307965.1 194312.0
Sum 37,582 1,503,280 214754. 58,756 2,415,257 345,037 35,512 694,620 99,231 128,034 1,519,192 218,325 2,345,874 20,973,122 2,996,160 3,484,584
2
Road Coverage Grand Sum in Different Surface 526,290
Length (m) 2,605,758
Area (M2) 27,105,471
Equivalent 3,873,508
Length
1
3.9. Step 2: Assess performance and failure modes

3.9.1. Introduction
Knowledge of the condition of infrastructure assets is critical to the wider success of
the Asset Management Plan, as it forms the basis for building the estimate of both
maintenance and rehabilitation. It also has an impact on the value of the asset base, since a
large maintenance ‘deficit’ reduces the value of the assets.
Common type of failure Cause of failure
Lack of asphalt
Distegration (raveling) hardening of asphalt
Low temperature
Lack of asphalt
hardening of asphalt
Cracking Low temperature
Plastic deformation of supporting layer
Resilient foundation
Excess of asphalt
instability(plastic deformation) Excess of water
Smooth polished aggregate particles
Lack of bond between layers
slippage cracks Surface course too thin
Heavy traffic thrust
Plastic deformation of base
Deep grooves transverse waves
Insufficient base
Complete break through poor foundation
3.9.2. The Five-Point Scale of Condition Assessment

1. Sub-Categories Covering All Roads
IRI Ranges Road Condition

Lower than 6 very good
6 to 11 good
11 to 15 fair
15 to 19 poor
Larger than 19 very poor
Condition
PCI Range Pavement Condition
Class
70 – 100 very good I
55 – 70 good II
55 – 70 fair III
25 – 55 poor IV
0 – 25 V
Very Poor / Failed
1
Prepared by: Abiy. M, Demewez. A, Mahilet. D 2020
G.C.
The Criteria of Pavement Conditions based on IRI (from ERA rehabilitation manual)
Condition Rating Scale Condition Indicator

No defects such as cracking,
corrugations, potholes, wash
away, channeling and minor
1 Very Good
defects, Shape of road as
still in original design
condition
Good driving quality, no
rutting, wash away and only
2 Good insignificant defects. No
significant depressions,
undulations and deformation
No failures and only very
limited cracking or potholes.
3 fair Shape of the road
deteriorating, but road still
sheds water
Significant cracking, rutting
and potholing. Water
retained on road due to
4 poor
rutting, severe potholing,
channeling and other
deformation
Disintegrated surface. Total
collapse of the road
structure and barely
5 Severe ( very poor)
passable. Total collapse of
the road structure and barely
passable
Table 3.1 : Condition Indicators for Sub-Categories covering All Roads
2. Sub-Categories Covering All Bridges, Culverts and Overpasses

1 Very Good No defects; as new
Structurally sound and no
2 Good serious cracking or scour
requiring attention
3 fair Minor maintenance required
Scour, erosion of abutments
and piers or structural
4 poor defects; some rehabilitation
work
required
Serious structural damage
that is a safety hazard
2
G.C.
Table 3.2: Condition Indicators for Sub-Categories for Bridges, Culverts and
Overpasses
4. Sub-Categories covering All Types of Drainage Channels and Pipes

Shape of drain still in
1 Very Good
original design condition
Drainage functions easily
2 Good
fulfilled
Drainage effective but
3 fair
slightly impaired
Design function impeded
4 poor due to siltation, vegetation
or scour
5 Severe ( very poor) Drainage non functional
Table 3.3: Condition Indicators for Sub-Categories for Drainage Channels and Pipes
4. Sub-Categories covering Road furniture

No damage, no parts
1 Very Good
missing, and no defects
No damage, no parts
2 Good missing, and only
insignificant defects
No damage, no parts
3 fair missing, and defects but
limited damage
Significant damage; some
4 poor
parts lost
Serious damage. Total
5 Severe ( very poor) collapse of the furniture. Not
serviceable
Table 3.4: Condition Indicators for Sub-Categories for Road Furniture
5. Sub-Categories covering Roundabouts

No defects as per the roads
condition indicator. Island
1 Very Good
and barriers in good
condition
Good driving quality. No
significant depressions,
undulations and
2 Good
deformation. Island
and barriers in good
condition
3 fair Shape of the road surface
deteriorating, but
3
G.C.
roundabout still sheds water.

Central island
and barrier suffering minor
damage.
Water retained on
roundabout due to severe
rutting, severe potholing,
4 poor
channeling and
other deformation. Island
and/or barriers damaged.
Disintegrated surface.
Roundabout surface
5 Severe ( very poor) dangerous to traffic. Island
or barrier
collapse.
Table 3.5: Condition Indicators for Sub-Categories for Roundabouts
6. Sub-Categories covering Footpaths

No defects such as cracking,
corrugations, potholes, wash
1 Very Good
away, channeling and minor
defects
Good driving quality, no
2 Good rutting, wash away or only
insignificant defects
No failures and only very
3 fair
limited cracking or potholes
Significant cracking, rutting
4 poor
and/or potholing
Disintegrated surface. Total
collapse of the path structure
Table 3.6: Condition Indicators for Sub-Categories for Footpaths
7. Sub-Categories covering Plant and Machinery
4
G.C.
1
G.C.
3.9.3. The current condition of the AACRA Assets

3.9.3.1. Main roads in poor condition
LengthWalkWay
Road Conditions
Surface Drinage
Surface Drinage
No of Culvert
Project Hand
Car.W+WW
No of Bridge
Length(7m)
Road Name
WW Width
Area (4x5)
No of Lane
Std. Width
Equivalent
Car. Way Width
Length
Length
Type
Type
Type
Over
From
Horma Befor
SAS Pipe&O
garage to 20 7 7 611 4280 611 611 e Poor 2
2 D
Niged 1983
printing
From Niged
Befor
printing to SAS
20 7 7 600 4200 600 OD e Poor 2
statistic 2
1983
office
From
Afincho ber Befor
SAS
to Ras 20 7 7 645 4515 645 e Poor 2
2
mekonin 1983
Bridge
From
Kalehiwot Befor
SAS 8.
church to 20 8.5 632 5373 768 OD e Poor 2
2 5
Mola Maru 1983
Jhoshasen
1
From Kelifa
Building
Befor
through SAS
20 12 2 20 1236.7 24734 3533 OD e Poor 1 2 3
Hgbes to St. 2
1983
Michel
Church
From
Addisu
Gebeya
throuhg no 12 Befor
SAS
8 Bus 20 12 3413 40956 5851 OD e Poor 2 1
2
Terminal to 1983
Ketchene
medhaniale
m
From
Befor
Menen to SAS
20 8 8 131 1048 150 e Poor 3 2
Ketchene 2
1983
bridge
From
K/Mariam
to no 78 Befor
SAS
PAS4 20 10 10 765 7652 1093 e Poor 1 2
2
junction 1983
(minilk
Hosp.)
From Gibi
Gebriel
Befor
through SAS
20 7 7 1510 10570 1510 OD 3020 e Poor 2
Baleweld 2
1983
church no
85 PAS4
2
From total Befor

SAS
to Adewa 20 8.5 9 579 4922 703 e Poor 2 1
2
(Sigenal) 1983
From total Befor
SAS
to Adewa 20 8.5 9 580 4932 705 e Poor 2 1
2
(Sigenal) 1983
From road
no 101 to Befor
SAS
British 20 13 3.5 20 535 10699 1528 e Poor
2
Embacy 1983
road
From Befor
SAS
Meshualekia 20 9 13 646 8397 1200 e Poor 2
2
to Flamengo 1983
From
Megenana
Licence
Office
Befor
through SAS
20 10 10 1275 12750 1821 OD e Poor 2
water 2
1983
resoureses
Office to 24
mazoria to
PAS-4
Befor
SAS
20 10 10 390 3900 557 OD e Poor 6
2
2000
Befor
SAS
20 20 20 822 16436 2348 e Poor 2
2
Unity Gereji 2000
Inside Civil SAS 183 Befor
20 15 916 13740 1963 pipe 1832 Poor
Service 2 2 e
3
15 1983
Compound
From
Befor
Bulgaria SAS 125 Asphal
20 10 10 626 6260 894 Pipe 1252 e Poor 2
Mazoria to 2 2 t
1983
Junction
From 22
Traffic
office to
10 Befor
Higer 16 SAS
25 10 1522 15220 2174 OD e Poor 2
Police 1
1983
Station
(road no
79PAS)
From Japan Befor
SAS
Embacy to 25 7 7 867 6069 867 OD e Poor 2
1
RR 1983
From
Befor
AMCHE to SAS
25 10 10 614 6140 877 OD e Poor
Megenana 1
2000
road
From
Wereda 27
Kebele 03
Befor
office to SAS
25 12 12 407 4878 697 e Poor 2
Akaki 1
1983
Beseka
(Rail Way
Jun.)
From Red
SAS
Cross to 25 10 10 454 4536 648 OD 0 Poor 2
1
Adey Abeba
4
From
Zewditu
Hospital Befor
PAS
through 30 11 11 576 6336 905 OD e Poor 6
4
Horma 1983
garage to
Post Office
From
Befor
Anbesa Gibi PAS
30 7 7 282 1974 282 OD e Poor
to Total Gas 4
1983
station
From Tele
Befor
ring road PAS 274
30 10 10 1370 13700 1957 OD 2740 e Poor 2
(Iran 4 0
1983
Embassy)
From
Ayertena
RA through Befor
PAS 6747.6 20243 2891
Repi 30 21 30 e Poor 2 3
4 7 0 9
elementery 1983
school to
Jima ber
From
Befor
Mexico Sq PAS 215 Asphal
40 20 5 30 1075 32250 4607 Pipe 2150 e Poor 6
to Beherawi 3 0 t
1983
theater
From Rufael
through
Befor
Semen PAS 25 18738 2677
40 40 4685 OD e Poor 1 2 4
mazegaga to 3 8 0
1983
Kechene
bridge
5
From
Yordanos Befor
PAS 152 Asphal
hotel to 40 16 3 22 766 16852 2407 Pipe 1532 e Poor 4
3 0 t
Kazanchiz 1983
meberat
From Kaliti
Metal Y
junction
through
Befor
Ethio iron & PAS
40 10 10 5910 59100 8443 OD e Poor 3 2
steel & 3
1983
Akaki
bridge to
Tulu Dimtu
Sq
From Bole
Brass Sq to Befor
PAS
Civil 50 10 10 1398 13977 1997 OD e Poor 2
2
aviation 1983
gumruk
From Kaliti
RA through
Kaliti metal
Befor
to Tulu PAS 15467 2209
50 10 10 15467 OD e Poor 4 2
Dimto Sq 2 0 6
1983
(along
Debrezeit
road)
Befor
PAS
Legetafo 60 40 10 60 926 55560 7937 e Poor
1
Road 1983
6
3.9.3.2. Collector roads in poor condition
Surface Drinage Type
Project Hand Over

WalkWay Length
Road Conditions
Surface Drinage
4. Car.W+WW
3. WW Widht
No of Culvert
1. Std. Width
No of Bridge
Road Name
No Of Lean
Area(4*5)
5. Length
Length
Type
Type
Area
From T
junction
(back of 8
CS- Before
gumuruk) 20 8 1055 8441 1206 2110 Asphalt Pipe 2110 Poor 2
2 1983
to 4th
battalion
main gate
From
ledeta
church to CS- Before
20 6 6 1026 6156 879 1026 Asphalt Pipe 1026 Poor 1 2
youth 2 1983
correction
center
From
Road 186
Asp Jun To 6
CS Before
salvatore di 15 6 493 2958 423 OD Poor 2
1 1983
vita &
Family
PLC
7
From
zambia
CS- 6 Before
emb. 20 6 675 4050 579 OD Poor 2 2
2 1983
Residence
to Jun.
From
Teshale
Garage
through 7
Pepsi CS-
20 7 952 6662 952 Before1983 Poor
behaind 2
Cement
factory to
Buna
Board
From
Gottera CS-
20 8 8 1930.675 15445 2206 Before1983 Poor
Road no 2
176 SAS2
From Lafto
school end
fence
through CS- 10 1925.7
30 10 1348 13480 Before2000 Poor
Saint 4 1
Michael
church to
road 175
From kidus CS- 20 7 7 795 5565 795 1590 Asphalt Pipe 1590 Befoe 1983 Poo 1 2
gebriel 2
hospital
through 24
taxi
8
mazoria to
emperial
hotel
From
Yonas
hotel
through
Sigma CS
15 8 8 1035 8280 1183 Before1983 poor
Electrical 1
PLC to
Yeka Shola
Health
center
From Bole
Shewa
dabo (Bole
Garad) CS-
15 10 10 1056 10560 1509 Before1983 Poor
through 2
Aster Buna
to USA
Aid office
From CPU
college to
grand CS-
20 7 7 999 6993 999 1998 Asphalt Pipe 1998 Before1983 Poor 2
palace 2
tewdros
road
From CS- 20 7 1. 20 1186 23720 3389 OD Before1983 Poor 2
chilot 2 5
adebabay
to no. 8 bus
mazoria
9
(kechene
addisu
gebeya
road)
From
chilot to
CS- 1.
afincho ber 20 6 10 726 14521 1037 OD Before1983 Poor 1 2
2 5
sidist kilo
junction
From
semen
mazegaja
through
CS- 1.
lazarest 20 7 10 1009 10090 1441 OD Before1983 Poor 2 1
2 5
mission to
addisu
gebya
(road 70)
From
youth
culture &
tourism 6
office CS 1.
15 10 670 6700 957 1340 Asphalt Pipe 1340 Before1984 Poor 2
through 1 5
hamle 19
park to
eyesus
road
From CS- 20 6 20 879 17588 2513 1759 Asphalt Pipe 1759 Before1983 Poor 2
rufael 2
church to
belay
10
zeleke
primary
school
From road
no 57PAS
4 to back CS- 6
20 20 361 7220 1031 722 Pipe 722 Before2000 Poor 2
of abebe 2
bekila
stadium
From Ring
road
through
CS-
universal 20 13 13 732 9516 1359 Before2000 Poor
3
leather
factoryto to
no 169 PAS
From
crown
hotel to CS-
30 10 10 1029 10289 1470 OD Before1983 Poor 2
world food 4
program
office
From T-
junction of
no. 98 CS
through CS-
25 7 7 334 2335 334 Before1983 Poor 2
zenebech 3
animal
farm to no.
169 PAS
From CS-
20 8 20 704 14080 2011 Poor
infront of 2
11
ETH. Play
wood
factory
toYemane
Birhan
primery
school
From
north- east
academy CS- 7
20 7 621 4345 621 Before1983 Poor
(no 135 2
PAS) to no
132 PAS
3.9.3.3. Main roads in fair condition
LengthWalkWay
Car. Way Width
Road Conditions
Surface Drinage
Surface Drinage
No of Culvert
Project Hand
Car.W+WW
No of Bridge
Length(7m)
Road Name
WW Width
Area (4x5)
No of Lane
Std. Width
Equivalent
Length
Length
Type
Type
Type
Over
From
Shewa
Super- SAS Asphal Before Fai
20 7 4 15 424 6360 909 848 Pipe 848 2
market to 2 t 1983 r
Banko di
Roma Jun.
From
Banko di SAS 1451 145 Asphal Before Fai
20 11 20 726 2074 Pipe 1452
Roma Jun to 2 6 2 t 1983 r
Eribekentu
12
4.5
Jun.
From Degol
Sq to Eri- SAS 1008 112 Asphal Before Fai
20 10 4 18 560 1440 Pipe 1120 2
Bekentu 2 0 0 t 1983 r
bridge
From Arada
Building to SAS 1065 106 Asphal Before Fai
20 12 4 20 533 1522 Pipe 1066 6
Kelifa 2 6 6 t 1983 r
building
From Degol
Sq. to SAS 2730 273 Asphal Before Fai
20 12 4 20 1365 3900 Pipe 2730 1 4
Kideste 2 0 0 t 1983 r
Mariam Jun.
From
Giorgis Sq.
Through fire
SAS 10 Asphal Before Fai
Birgade to 20 4 17 368 6253 893 736 Pipe 736 3
2 t 1983 r
Ras
Mekonin
Bridge
From Chid
SAS 1062 106 Asphal Before Fai
Tera to 20 12 2 20 531 1517 Pipe 1062 3
2 0 2 t 1983 r
Mirab hotel
From Mirab
hotel
through SAS 1140 114 Asphal Before Fai
20 12 3 20 570 1629 Pipe 1140 3
Amede 2 0 0 t 1983 r
gebeya to
comertial
13
bank of
Ethiopia
From Mirab SAS Asphal Before Fai
hotel to 20 20 488 9760 1394 976 Pipe 976 4
2 12 4 t 1983 r
sinima ras
From Kelifa
Building
through SAS Before Fai
20 12 20 580 9340 2040 OD 2
Hgbes to St. 2 1983 r
Michel
Church
From
Medhaniale
m high SAS 11 3363 Before Fai
20 20 1682 4805 OD 2
school 2 4 1983 r
(Total) to
RR
From
Pawlos
Branch
SAS 12 3364 Before Fai
Comercial 20 20 1682 4806 OD 2 1
2 0 1983 r
Bank to
Addisu
Gebeya
From
Alemtsehai
bridge to 20 10 3 16 1343 3070 Pipe 2686 1 2 1
2 8 6 t 1983 r
Gojam
Berenda
From Ras
SAS Pipe&O Before Fai
Desta 20 12 20 295 5891 842 1341 1 2
2 D 1983 r
Hospital to
14
Ketchene
Medhaniale
m
From Ras
Desta
Hospital to SAS 1150 Pipe&O Before Fai
20 7 4 11 1046 1644 1341 1 2
Ketchene 2 6 D 1983 r
Medhaniale
m
From Entoto
street SAS 6672 Fai
20 12 20 3336 9532 2
junction to 2 5 r
Raguel
From
SAS 7648 1092 Fai
Raguel to 20 12 20 3824
2 3 6 r
semen ber
From Hamle
19 park to SAS 1466 Before Fai
20 20 733 2095 OD 1 2
Eyesus 2 12 0 1983 r
church
From
Keftegna 12
school
(Ferensi SAS Before Fai
20 7 7 1252 8765 1252 OD 2504.2 1 2
school) 2 1983 r
through Abo
to no 84
SAS2
From SAS 2314.9 Before Fai
French 20 8.5 9 1157 9838 1405 OD 1 2 1
2 4 1983 r
embacy to
15
Abo Church
Jun.
From
Kebena
bridge
SAS 1086.9 Before Fai
through 20 8.5 9 543 4620 660 OD 2 2
2 6 1983 r
Germen
embacy to
Bella
From
Kebena
bridge
SAS Before Fai
through 20 8.5 9 414 3519 503 OD 827.94 2 2
2 1983 r
Germen
embacy to
Bella
From
Yordanos
hotel to 20 13 3 18 700 1800 Pipe 1400 1 4
2 0 0 t 1983 r
Denbel city
center
From Bole
homes jun.
To122 SAS Before Fai
20 8 8 1081 8645 1235 OD 1 2
PAS4 Jun. 2 2000 r
(korea
hospital)
From Gerji SAS 20 10 10 910 9100 1300 182 Tiles Pipe 1820 Before Fai 2
meberat 2 0 1990 r
Haile
(EPCO) -
Roba
16
Bekery
From
Megenana
SAS 12 Before Fai
to 20 4 20 293 5860 837 586 Tiles Pipe 586 2
2 1983 r
Zerfeshawel
school
From kotebe
road
SAS Before Fai
Junction to 20 10 3.5 17 414 7038 1005 OD 2
2 1983 r
K/miheret
Jun.
Infront of
Civil
Service SAS Before Fai
20 10 10 362 3620 517 2
Colledge to 2 1990 r
no 130
SAS-2 road
From Civil
Service to SAS 1952 195 Before Fai
20 13 3.5 20 976 2789 Cobble pipe 1952 4
Hill Side 2 0 2 2001 r
School
From Lafto
Bridge Jun
SAS 1509 1994E Fai
to new Asp. 20 10 10 1509 2156 OD 1 1
2 0 C r
Junction
(174.1)
From SAS 20 10 10 889.05 8891 1270 OD 1994E Fai 1 2
Agusta 2 C r
junction
through
Betel
hospital to
17
no 201 PAS3
From Bis
mebrate to
SAS Asphal Before Fai
Shewa 25 13 4.5 22 451 9922 1417 902 Pipe 902 3
1 t 1983 r
Super-
market
From Degol
Sq to Back SAS Asphal Before Fai
25 20 3 26 332 8639 1234 665 Pipe 665 6
of Arada 1 t 1983 r
Building
From
shewa
supermarket 25 11 4 18 263 4734 676 526 Pipe 526 3
1 t 1983 r
to kelifa
building
From
T/Himanot
Sq to
Somale tera 25 18 3 23 281 6472 925 563 Pipe 563 1 6
1 t 1983 r
Sq (Shewa
supermarket
)
From
T/Himanot
Sq to
Somale tera 25 18 3 23 239 5487 784 477 Pipe 477 1 6
1 t 1983 r
Sq (Shewa
supermarket
)
From sinima SAS 25 4 25 310 7750 1107 620 Asphal Pipe 620 Before Fai 4
Ras junction 1 t 1983 r
through
18
Anwar 12
mesgid to no
50 PAS
From
Amanuel
church
through
SAS 1074 Before Fai
Gedame 25 12 25 430 8112 859 Pipe 859 1 2
1 3 1983 r
Eyesus to
Koka Kola
fabrica
junction
From
Amanuel
church
through 12
SAS 5750 460 Before Fai
Gedame 25 25 2300 8112 Pipe 4600 1 2
1 0 0 1983 r
Eyesus to
Koka Kola
fabrica
junction
From
Sebatena to SAS 2665 213 Before Fai
25 12 3 25 1066 3807 Tiles Pipe 2132 2 1
Amanuel 1 0 2 1983 r
church
From Yerga SAS 25 3 25 1068 2670 3521 213 Asphal Pipe 2136 Before Fai 1 3 1
Haile 1 0 6 t 1983 r
bulding
through
Tibebu
19
general
hospital to 13
S/t Yohanes
church
From
Denbel City
Center to 25 18 3 19 1950 5293 Pipe 3900 4
1 0 0 t 1983 r
Meskel
Flower
From
AMCHE to SAS 1005.2 2093 246 Asphal Before Fai
25 12 2.5 17 1163 Pipe 2463 2
Egziarab 1 7 7 3 t 2000 r
Church
From
Diaspora
SAS 2452 Before Fai
RA to 25 18 3.5 25 981 3504 2
1 5 2000 r
Semen
terminal RA
From
Wereda 27
Kebele 03
office to SAS Before Fai
25 12 12 409 4908 701
Akaki 1 2000 r
Beseka
(Rail Way
Jun.)
From
Filwha hotel PAS Asphal Before Fai
30 11 8 27 215 5811 830 430 Pipe 430 1 2
to Zewditu 4 t 1983 r
Hospital
20
From Post
Office to
PAS Asphal Before Fai
Tikur 30 12 4 20 463 9253 1322 925 Pipe 925 2
4 t 1983 r
anbesa
hospital
From Arada
Buld. To PAS Asphal Before Fai
30 20 4 28 156 4359 623 311 Pipe 311 3
Abune 4 t 1983 r
Petros
From
Mexico Sq
to Di PAS 12 1077 119 Asphal Before Fai
30 3 18 599 1540 Pipe 1197 1 4
Afrique (no 4 7 7 t 1983 r
41 PAS
Jun.)
From
Berbere
Tera to PAS 21 1467 Asphal Before Fai
30 2 30 489 2096 920 Pipe 978 4
Hunenaw 4 3 t 1983 r
Mera
(Adarashea)
From
T/Himanot PAS Asphal Before Fai
30 30 300 9000 1286 600 Pipe 600 4
Sq to sinima 4 21 2.5 t 1983 r
Ras junction
From
Mesalemia
junction to PAS 3200 Before Fai
30 21 30 1067 4572 OD
Medhaniale 4 6 1983 r
m high
school
21
From
Medhaniale
PAS 2862 Before Fai
m high 25 12 25 1145 3466 OD 2
4 5 1983 r
school to
Rufael
PAS 4347 Before Fai
From Total 30 9 4831 6211 OD 2
4 9 9 1983 r
to Kela
From Shiro
meda to PAS 5813 Pipe&O Before Fai
30 21 30 1938 8305 3876 2
Entoto 4 6 D 1983 r
Mariam
From 6th
Police PAS Before Fai
30 7 7 209 1463 209 OD 2
Station to 4 1983 r
93.1 Road
PAS Before Fai
30 10 257 2573 368 OD
4 10 2000 r

From
Pushikin Sq
PAS 7059 1008 454 Asphal Before Fai
through 30 20 3 26 2715 Pipe 4540 1 1
4 0 4 0 t 1983 r
Kera to
Gotera
From Lebu
PAS 8496 1213 2000E Fai
RA to Left 30 21 30 2832 4
4 0 7 C r
&Right Side
From Grand
palace (gibi PAS 6446 122 Asphal Before Fai
40 5 24 2686 9209 Pipe 5372 6
Gebriel jun.) 3 14 4 0 t 1983 r
to 6 Kilo
22
From Mola PAS Before Fai

Maru To 40 11 456 5015 716 844 Tiles Pipe 912 2
3 11 1983 r
Jhoshasen
From Mirab
hotel to
PAS 1952 111 Asphal Before Fai
Sebatena 40 25 3 40 488 2789 Pipe 976 4
3 0 8 t 1983 r
police
station
From Gofa
Meberat to PAS Before Fai
40 10 624 6240 891 OD 2 1
Lafto 3 10 1983 r
Bridge
3.9.3.4. Collector roads in
Project Hand Over

Surface Drainage
WalkWay Length
fair conditionRoad
Road Conditions
2. Carriage Way
4. Car.W+WW
3. WW Width
No of Culvert
1. Std. Width
No of Bridge
No Of Lean
Area(4*5)
5. Length
Length
Width
Name
Type
Type
Area
From Existing
bridge to CS Before
20 7 7 395 2765 395 Fair 1
Tinbaho -2 2000
Monopol
From right of
CS
Bulgaria 15 5 256 1280 183 1984EC Fair
1
junction to
23
Salvatore Di
Vita & Family 5
P.L.C
From salvatore
CS
di vita to street 20 9 9 381 3429 490 OD 2001EC Fair
-2
(no.9)
From right side
of No 12 street CS Before200
15 7 7 167 1169 167 Fair
to Mexico Kera 1 0
road
From right side
of No 12 street CS
15 7 7 270 1890 270 1984EC Fair 4
to Mexico Kera 1
road
From tele
building
CS 1050.0 Before
through sene 15 6 6 1225 7350 OD Fair 1 2
1 0 1983
zetegne school
to Rail way Jun.
From Junction CS Before198
15 6 6 219 1314 187.71 Fair
to Rail way 1 3
From Bihere
CS Before200
Tsige to Dama 20 10 364 3636 519.43 Fair 1
-2 10 0
Hotel
From beside of
american school
(road191) CS 6 Before
15 6.0 806 4835 690.73 OD Fair 2
through gana 1 1990
embassy to
Junction
24
From benin
embassy
CS Before
junction to the 15 6 6.0 468.0 2808 401.14 OD Fair 2
1 2000
previuos street
30
From T
junction of
CS Before
stree (no 31) to 20 8 8.0 522.0 4176 597 OD Fair 2
-2 2000
bisrate gebriel
(road 191)
From Chip-
Wood factory
(road 185) CS Before
15 8 8.0 566.6 4533 648 Fair
trhough Batu -4 2000
consruction to
RR
From
zenebework RA
CS 3331 Before
through paslio 20 7 20 1666 4567 OD Fair 2
-2 5 2000
school to RR
(koshe tera)
From G/Kristos
CS Before200
church to new 20 7 7 1242 8694 1242 Fair
1 1
settelment street
From dagem
yelma behind CS 1101 Before200
20 8 8 1376 1573 OD Fair 2
global hotel to -2 1 0
lancha
From Bole
CS Before200
Printing 20 7 7 1213 8491 1213 Fair
-2 1
Junction to
25
Tebaber Berta
building
From Bole
Printing
CS Before200
Junction to 20 7 7 937 6559 937 Fair
-2 1
Tebaber Berta
building
From right side
of bole ruanda
CS Before200
through bazart 15 7 7 798 5585 798 OD Fair 2
-1 0
pan africa
galary to RR
From Wereda
17 Health
center to CS 2. 889.
15 10 15 445 6671 953 Pipe 889.5 2014 Fair 3
Axum /Bole 1 5 5
secondery
school road
From Kidus
Gabriel hospital
CS Before198
through 24 taxi 20 7 7 738 5166 738 Fair 3
-2 3
mazoria to
Emperial hotel
Infront of
Ethiopian turist
& trade office
CS 1167 Before200
through Medco 25 10 10 1167 1667 fair 1
-3 0 0
Bio Medical
colledg to road
119
From CS 20 7 7 843 5901 843 Before200 Fair
26
Megenagn taxi
terminal
through 52 -2 1
street junction
to road 119
From
Megenagn taxi
terminal CS 1158 Before200
20 14 14 827.38 1655 Fair
through 52 -2 3 1
street junction
to road 119
From addis
ababa art &
design school CS Asphal Before198
15 9 9 551 4958 708 1102 Pipe 1102 Fair 3
through ginfle 1 t 3
nschool to road
85
From afincho
ber through
CS 2. 1605 Asphal Before198
nazrawi 15 10 15 1070 2293 2140 Pipe 2140 Fair 2
1 5 0 t 3
hospital to
amist kilo
From yekatit 12
hospital to
CS 2. Asphal Before198
afincho ber 15 7 12 435 5220 746 OD Fair 2
1 5 t 3
amist kilo T
junction
From arada
police office CS 2. Asphal Before198
20 7 12 542 6507 930 1084 Pipe 1084 Fair 2
through tele -2 5 t 3
office to
27
bherawi metal
& wood work
shop
From afincho
ber park main CS 1. 1732 Asphal Before198
20 7 20 866 2577 1732 Pipe 1732 Fair 2
gate to chilot -2 5 0 t 3
adebabay
From afincho
ber park main
gate to infront CS 1. 2138 Before198
20 7 20 1069 3055 OD Fair 2
of kechene -2 5 7 3
medhanialem
church
From Rufael
through CS 1276 Asphal Before198
20 7 20 638 1251 1276 Pipe 1276 Fair 2
Yenegew-Fre -2 0 t 4
Adebaby
Beside Paster
fence to CS 1595
20 8 20 798 2280 1984EC Fair 2
Abadina radio -2 7
information
From alem
CS 2864 Asphal Before198
tsehay bridge to 20 10 20 1432 4091 2864 Pipe 5728 Fair 2 1
-2 0 t 3
road 61
From infrot of
medhanialem
CS Before200
school junction 20 5 20 440 8800 1228 Fair 2
-2 0
to 76 street
(previos)
28
From queens
college junction
(road 59) to CS 2669 Asphal Before200
30 8 30 890 3814 1780 Pipe 1780 Fair 1 2
Mesalemia -4 5 t 0
junction Road
60
From kolfe
primary grade
CS Before200
court (RR) to 20 7 3 20 231 4620 660 OD Fair 2
-2 0
mesalemia
kolfe junction
From kolfe taxi
CS Before200
terminal to 20 20 239 4780 683 OD Fair 2
-2 7 0
efoyta gebya
From Addis
ketema K/K
health center
CS 2740 Before200
backof 20 7 20 1370 3914 Fair
-2 0 0
Amanuel
church to Kolfe
ELPO offfice
From Addis
ketema K/K
capacity 20 7 3 20 1431 4089 2861 Pipe 2861 Fair 2
-2 0 t 3
building to
Paster
From the right
side of Cpa-
CS Before198
Buil-Paster (85) 20 8 8 1135 9082 1297 Fair
-2 3
through back of
Abebe Bekila
29
stadiom to No
57 road
From right side
of Abenet CS Before200
15 7 7 141 2109 125 Fair 2
Clinic to Coca 1 0
River
From right side
of Abenet CS Before198
15 7 7 650 Fair
Clinic to Coca 1 3
River
From
Teklehaimanot
Adebabay
CS 1457 Before198
through Aseb 20 8 3 14 1041 2082 fair 2
-2 4 3
hotel- Gola
park to
Migration
From CRBC
addis
CS Asphal Before198
engineering to 25 10 10 898 8980 1283 1796 OD 1796 Fair 2
-3 t 3
universal food
complex
From T-
junction of no
98 CS through CS Before200
20 10 10 629 6291 899 Fair
Zenebech -3 0
animal farm to
no 169 PAS
30
From the left

side of no 156 CS Before200
30 13 13 563 7318 1045 Fair
PAS (Total) to 1 0
no 101 CS
From right side
CS Before200
of no 165 PAS 20 10 10 760 7600 1086 Fair
-3 0
to kaliti EPCO
From right side
CS 1593 Before200
of no 165 PAS 20 10 10 1594 2277 Fair
-3 8 0
to kaliti EPCO
From right side
CS Before200
of kaliti Total 20 7 7 812 5684 812 Fair
-2 0
to KASI
From right side
CS Before200
of kaliti Total 20 7 7 456 3192 456 Fair
-2 0
to KASI
From infront of
no 162 PAS2
(infront of CS Before200
20 6 6 483 2899 414 Fair
Kaliti Kidane -2 0
mihret) to Kaliti
EPCO
From infront of
no 162 PAS2
(infront of CS Before200
20 6 6 937 5623 803 Fair
Kaliti Kidane -2 0
mihret) to Kaliti
EPCO
From the left
CS Before200
side of Akaki 20 7 0 629 0 0 Fair
-2 0
Stadium to no
31
163 PAS
From the 2nd
junction of no
162 (Abogida
kinder-garten )
CS
to no 113 CS 20 7 7 640 4480 640 Fair
-2
and Ditto but
from the right
side to no 163
PAS
From Akaki
wereda police CS
20 7 7 826 5782 826 Fair
office to over -2
pass bridge
Beside the
Mosque
CS 1582
through no 113 20 7 7 2261 2261 Fair
-2 4
CS to no159
SAS
From infront of
no 119 CS to
CS
Akaki junior 20 7 7 704 4928 704 Fair
-2
&secondery
school
From Meaza CS 20 7 7 625 4372 625 Before200 Fair
wood work -2 0
through Akaki
technical school
to no 159 SAS
From Beza CS
20 7 7 541 3786 541 Fair
guste house to -2
32
Ethio-fiber
Beside Akaki
CIS factory
through Akaki
CS
tele- 20 7 7 523 3660 523 Fair 1
-2
comunication
center to no
167PAS
Beside Akaki
CIS factory
through Akaki
CS
tele- 20 7 7 663 4641 663 Fair
-2
comunication
center to no 148
PAS
From Kao-Jeje
flour factory to CS
20 10 10 761 7610 1087 Fair
Aba H/mariam 1
church
From Welega
bus terminal
CS Before200
through Sefere 15 8 8 597 4773 682 Fair
-2 0
Work to no 130
CS
From Asko
sheel to Asko- CS 1. 1576 Before200
20 7 20 788 2252 OD Fair 2
Filipos (no 56 -2 3 5 0
SAS)
33
From kendil
clinic through CS 4512
20 8 8 2256 2393 OD Fair 2
no 55 SAS to -2 0
ring road
From around
Kolfe RA to no CS 1848
20 8 20 924 3055 OD Fair 2
135c (Kolfe -2 0
School)
From around
Kolfe RA to no CS 1051
20 13 13 526 890 Fair
135c (Kolfe -2 0
School)
Infront of Kolfe
telecomunicatio CS
20 8 8 250 2000 286 Fair
n to Kolfe -2
recreation park
Infront of Kolfe
CS
1st court to no 20 8 8 235 1879 268 OD Fair 2
-2
135 CS
From Royal
Netherland
CS
embacy to no 20 8 8 647 5176 739 Fair
-2
205 PAS
(Yeshi Debele)
From kolfe
keranio police
station through CS
20 6 6 1428 8568 1224 OD Fair 2
Cotedivoar -1
embacy to Total
round about
From the3nd CS 20 6 20 1515 3029 4328 Fair 2
34
junction of no
202 SAS- -2 6
Giorgis Church
From
Zenebework CS 2076
20 7 20 1038 4694 OD Fair 2
RA to road no -2 0
143 CS-2
From
Zenebework CS
20 7 20 191 3820 4694 OD Fair 2
RA to road no -2
143 CS-2
From
Zenebework CS 1376
20 7 20 688 4694 OD Fair 2
RA to road no -2 0
143 CS-2
From
Zenebework CS
20 7 20 378 7560 4694 OD Fair 2
RA to road no -2
143 CS-2
From infront of
CS 1522
Alert to Tesfa 20 7 20 761 2174 OD Fair
-2 0
enterprise (RR)
From Kara kore
CS 2136
ELPO to radio 20 7 20 1068 3051 2136 Pipe 2136 1983EC Fair 4
-2 0
fana compound
From Nasew
real estate (no
CS 1045
192 PAS) to 20 7 7 1493 1493 2001ec fair
-2 1
Mekanisa round
about
From right side CS 20 10 10 700 6997 1000 OD Before200 Fair
35
of AMECHE to
-2 0
Junctuion
From Roots
school to Yeka
CS 3. 2128 Before200
Abado farmers 20 20 1064 3041 Fair 4
1 13 5 8 0
association (no
134 SAS)
From Bella
CS Before
hospital to Italy 15 8.5 8.5 1077 9158 1308 OD Fair 2
1 1983
embssy
From Ameha
Desta School to CS 4331 Before
20 6 20 2166 6187 OD Fair 2
Kidanemiheret -2 1 1983
church
3.9.3.5. Main roads in good condition
Length(7m)Equivalent
Surface Drinage Type
Project Hand Over

WalkWay Length
Car. Way Width
Road Conditions
Surface Drinage
No of Culvert
Car.W+WW
No of Bridge
Road Name
WW Width
Area (4x5)
No of Lane
Std. Width
Length
Length
Type
Type
SAS Aspha Before Goo
From Degol Sq 20 20 26 404 10507 1501 808 Pipe 808 3
2 3 lt 1983 d
to Arada building
From Semen SAS 20 13 327 4088 584 654 Tiles Pipe 654 Before Goo 2
36
Hotel to St 2 8.5 2 1983 d

Yohanes Church
From Sidest Kilo SAS 244 Aspha Before Goo
20 12 3 20 1221 24420 3489 Pipe 2442 1 3
to Menen 2 2 lt 1983 d
SAS Before Goo

From 2nd police 20 16 494 7904 1129 988 Tiles Pipe 988 2 1
2 10 3 1983 d
to K/Mariam
From Kality SAS 2000E Goo
Gabrie to Habitat 20 7 1038 7263 1038 OD 2
2 7 C d
real state
From St. Yosef SAS 125 Aspha Before Goo
Church to Coffe 20 10 2.5 15 629 9435 1348 Pipe 1258 2
2 8 lt 1983 d
market Jun.
From Amigo SAS Before Goo

20 13 20 2143 42860 6123 OD 2 2
Cafe to no 5 Bus 2 3.5 1983 d
terminal
From gumruk SAS Aspha Before Goo

through Con.& 25 22 423 9297 1328 845 Pipe 845 4
1 14 4 lt 1983 d
business bank to
Sengatera Sq
From Areke SAS 149 Before Goo
25 10 3 16 746 11930 1704 Tiles Pipe 1491 3
fabrica to Balcha 1 1 1983 d
From Afincho SAS 244 Aspha Before Goo
Ber to Shiro 25 3 25 1220 30508 4358 Pipe 2441 3
1 12 1 lt 1983 d
meda
37
From Kazanchiz SAS Before Goo

Menaheria hotel 25 15.3 3 21 386 8222 1175 392 Tiles Pipe 392 4
1 1983 d
to Junction
From Kazanchiz SAS 142 Aspha Before Goo
25 17 3 23 710 16330 2333 Pipe 1420 4
to Bambis 1 0 lt 1983 d
From Traffic
office Through
bole Hiigh school SAS 420 1992E Goo
25 14 3 20 2100 42000 6000 Tiles Pipe 4200 3
to Bole 1 0 C d
Medhanialem
cuhurch
From Adey
SAS 694.0 1995E Goo
Abeba to Saris 25 12 4 20 347 6941 992 694 Tiles pipe 4
1 8 C d
adisu Sefer
From Mexico to SAS 350 Aspha Before Goo
25 14 3 20 1750 35000 5000 Pipe 3500 4
Bulgaria mazoria 1 0 lt 1983 d
From ministry of PAS 128 Aspha Before Goo
health to national 30 18 3 24 644 15456 2208 Pipe 1288 6
4 8 lt 1983 d
bank of Ethiopia
From Hilton
Hotel to PAS 133 Aspha Before Goo
30 14 4 22 668 14694 2099 Pipe 1336 4
Kazanchiz 4 6 lt 1983 d
meberat
From meskel Sq PAS 194 Aspha Before Goo
mebrate to post 30 18 5 28 972 27222 3889 Pipe 1944 6
4 4 lt 1983 d
office
From Teodros Sq
Mega Anfi teater PAS Aspha Before Goo
30 12 4 20 312 6240 891 624 Pipe 624 6
to audit service 4 lt 1983 d
Off. Building )
38
From Degol Sq PAS Aspha Before Goo

30 20 4 28 341 9548 1364 682 Pipe 682 4
to Minilik Sq 4 lt 1983 d
From Arada
PAS Aspha Before Goo
Buld. To 30 20 4 28 245 6860 980 490 Pipe 490 3
4 lt 1983 d
Municipality
PAS 255 Aspha Before Goo
From Diafrique 30 4 30 1267 38010 5430 Pipe 2534 6
4 22 1 lt 1983 d
to berbere tera
From Areke PAS 366 Aspha Before Goo
fabrica to 30 5 30 1830 54900 7843 Pipe 3660 6
4 20 0 lt 1983 d
T/Himanot Sq
From minestery
of health to PAS 135 Aspha Before Goo
30 21 4.5 30 677 20310 2901 Pipe 1354 6
Chefe 4 4 lt 1983 d
meda(Pepci)
PAS Cobbl Before Goo
From Pepci to 30 4.5 30 460 13800 1971 920 Pipe 920 6
4 21 e 1983 d
Jhosansen
PAS 270 Before Goo
From Autobes 40 40 1394 55756 7965 Tiles Pipe 2788 4 1
4 25 3 0 1983 d
Tera to Paster
From Semen PAS 659 Aspha Before Goo
Mazegaga Adisu 30 21 5 30 1431 42926 6132 Pipe 2862 1 6 28
4 6 lt 1983 d
gebeya (Total)
From sidist Kilo
PAS 280 Cobbl Before Goo
to Minilik 30 23 2.5 28 1470 41160 5880 Pipe 2940 6
4 0 e 1983 d
hospital
From ECA to PAS Aspha Before Goo
30 20 5 30 315 9450 1350 630 Pipe 630 1 6
Meskel Sq 4 lt 1983 d
39
From Gibi
Gebriel junction PAS 224 Before Goo
30 16 4.5 25 906 22650 3236 Tiles Pipe 1812 4
to Kazanchiz 6th 4 0 1983 d
Police Station
From Kazanchiz PAS 125 Aspha Before Goo
Total to S/t Urael 30 24 3 30 630 18900 2700 Pipe 1260 4
4 0 lt 1983 d
church
From Bulgaria 30 3.5 27 940 25380 3626 Pipe 1880 4
4 20 0 lt 1983 d
Mazoria to Kera
From Mexico
beside Federal PAS 151 Aspha Before Goo
30 21 3 26 769 19994 2856 Pipe 1512 4
Inland revenue to 4 2 lt 1983 d
Orbis Jun.
From Mexico to PAS 236 Aspha Before Goo
Tinbajo Monopol 30 16 6 28 1180 33040 4720 Pipe 2360 6
4 0 lt 1983 d
Sq
From Legahare 40 4 28 665 18625 2661 Pipe 1330 6
3 20 0 lt 1983 d
toTeodros Sq
From Legahare to PAS 210 Aspha Before Goo
40 4 28 1051 29432 4205 Pipe 2102 6
Teodros Sq 3 20 2 lt 1983 d
From Anbasader
PAS Aspha Before Goo
theater to 40 21 4 29 326 9454 1351 652 Pipe 652 2 6
3 lt 1983 d
Zewditu
From Giorgis Sq. 30 4 24 921 22095 3156 Pipe 1841 1 4
3 16 0 lt 1983 d
to Afinchober
40
From 4 Kilo to PAS 1075 396 Aspha Before Goo

Shiro Meda 40 38 1982 75316 Pipe 3964 4 1
3 25 6.5 9 4 lt 1983 d
(RR)
From Meskel Sq PAS 18880 2697 944 Goo
40 30 5 40 4720 Pipe 9440 3 6
to Megenana RA 3 0 1 0 d
From Gofa PAS 490 1995 Goo
Mazoria to Gofa 40 16 3 22 2454 53988 7713 Tiles Pipe 4908 4
3 8 EC d
Meberat
From Gofa
Mazoria PAS Before Goo
toTelecomunicati 40 16 3 22 2170 47740 6820 OD 4
3 1990 d
on Building
Kikos Junction
From Teodros Sq
to Arada 50 20 7 34 679 23096 3299 Pipe 1359 6
2 9 lt 1983 d
Building
From National
palace (Gabrel PAS 109 Before Goo
60 40 6 52 529 27532 3933 Tiles Pipe 1059 6
Jun.) to Hilton 0 2 1983 d
hotel
From Hilton PAS Before Goo
hotel to Eco. 60 24 6 36 323 11628 1661 646 Tiles Pipe 646 6
0 1983 d
Com. For Africa
41
3.9.3.6. Collector roads in good condition
Project Hand Over

WalkWay Length
Surface Drainage
Road Conditions
4. Car.W+WW
3. WW Width
No of Culvert
1. Std. Width
No of Bridge
Road Name
No Of Lean
Area(4*5)
5. Length
Length
Type
Type
Area
From
Popurale to
cherkos CS 7 3. 1185 Asphal Before
20 14 847 1693 1693 Pipe 1693 Good 2
church to -2 5 4 t 1983
meskerem
mazoria
From Hager
Fikir CS 2. Asphal Before
20 9 14 420 5875 839 839 Pipe 839 Good 2
theater to -2 5 t 1990
mozbold
From
CS 1016 Asphal Before
tinbaJo 20 2 16 635 1452 635 Pipe 635 Good 3
-2 12 3 t 1983
monopol
From Kera CS 20 7 2268 1587 2268 Before198 Good
Round -2 6 3
about
through 7
police
stasion to
Felege
Yordanos
school
42
(Gofa
Cherkos
road)
From
Kidanu
CS 2.
building to 15 10 15 316 4740 677 Pipe 632 2004EC Good 3
1 5
Gofa
market Jun.
From Back
of Kera
Beret CS 1113.0 2226.077
30 7 1113 7791 2226 Pipe 2005EC Good 3
through to -4 4 8
Gofa
market Jun.
From the
first
junction of
(road 174) CS 7
15 7 1324 9268 1324 OD 2001EC Good 2
through 1
lafto school
to hana
mariam RA
From
second
junction of 12
CS 1029 1470.6
roads 174 20 2 16 643 OD 2001EC Good 2
-2 4 3
( V jun.) to
lafto school
end fence
From T
CS 1009.7
junction of 15 6 6.0 1178 7068 OD 2001EC Good 2
1 1
street 27
43
(previous)
through no.
24 & 26
street to no.
173 Road
From V
junction of
CS
road 174 to 15 6 6.0 657 3942 563.14 OD 2001EC Good 2
1
street no.
27
From
Junction to CS Before
20 8 8.0 433.2 3466 495.09 Good 2
road 189 -2 1990
(Total RA)
From
Modrn
Acadamy
junctio
(road189) CS 10. 1759 Before
15 7 1759.2 2513 Good
through 1 0 2 1990
Tanzania
Embacy to
Mechare
field
From T
junction of
CS 10. Before
CS34 street 15 8 514.0 5140 734 OD Good 2
1 0 1990
to collector
street 35
Ayer Tena CS 20 6 6 1131 6785 969 Before200 Good
RA through -2 0
Paslios
44
School to
RR
Behind
Zefco
building to
Birhan CS 1222
20 12 4 20 611 1746 1222 Pipe 1222 2005ec Good 2
internatonal -2 0
school No 2
(road no
181)
From zefco
building to
CS
Gudina 15 7 7 833 5831 833 OD 2005EC Good 1 2
1
Building
jun.
From Atlas
hotel to CS 2.
15 11 15 497 7455 1065 994 Tiles Pipe 994 2000EC Good 3
Werada 17 1 5
Menafesha
Before
yordanos
hotel
junction
CS 3. 1220 Asphal Before198
infront of 20 13 20 610 1743 1220 Pipe 1220 Good 4
-2 5 0 t 4
NOC fuel
station to
german
houses
From CS 15 15 931 1396 1995 1862 Asphal Pipe 1862 1991EC Good 1 2
Yenegew- 1 5 t
Fre 8
Adebabay
45
to Anbesa
Garage
(road 61)
From kolfe
tele (RR) to
kolfe 7
CS Asphal Before200
constructio 20 20 235 4700 671 470 Pipe 470 Good 2
-2 t 1
n&
business
bank
From
kebele 18
meznaga
through
ethio tibebu 30 7 30 485 2079 970 Pipe 970 Good 2
-2 0 t 0
hospital to
kolfe
queens
street
From
asfawe
CS 2. 2688
tekle hotel 20 7 20 1344 3798 2688 Tiles Pipe 2688 1995EC Good 2
-2 5 0
toEhel
berenda
From water
work
constructio
n office CS 2000
20 12 4 20 1000 2857 OD 2002EC Good 2
through -2 0
Worku
sefer to no
153 PAS
46
In between
Akaki
textile &
CS 1346
kaliti food 20 12 4 20 673 1923 1346 Pipe 1346 2004EC Good
-2 0
share
company to
no 155 SAS
From
Kality CS 1552
15 12 4 20 776 2217 1552 Pipe 1552 2004EC Good 2
Ttotal to no 1 0
103 CS
From
Derartu
Tulu
primery
school CS 2220
15 12 4 20 1110 3172 2221 Pipe 2220.74 2004EC Good 2
through -2 7
militery
compound
(houses) to
no 156 PAS
From
Derartu
Tulu
primery
school CS 1113
15 7 7 1590 1590 2004 Good
through -2 3
militery
compound
(houses) to
no 156 PAS
Froam CS 15 10 10 896 8960 1280 2004EC Good
47
Road no
103C to to
KCMPC -2
Road no
163 PAS-3
From Betel
RA to CS 3890
20 14 3 20 1945 5558 OD 2001EC good 2
Alem Bank -2 5
road Jun.
From IT
Park to CS
20 7 0 384 0 0 2001EC Good 2
Akaki Tulu 1
Dimtu RA
From no
170 CS4 to CS 2425
20 10 10 2425 3464 OD 2001EC Good 2
Bole -2 0
Michael
From no
173CS2 to
CS
Bole 15 10 10 929 9291 1327 OD 2001EC Good
1
Michael
RA
From no
128 SAS CS 1404 Before200
20 12 4 20 702 2006 Good
toSt. Yared -2 5 0
Hospital
From no
CS 2. Before200
180 CS 16 11 16 395 6319 903 Good
* 5 0
to127 SAS
From Unity
CS Before200
college to 15 10 10 216.19 2162 309 Good
1 0
no 182CS
48
From Unity
CS Before200
college to 15 10 10 205.02 2050 293 Good
1 0
no 182CS
Ayat
mender CS 2302
20 12 4 20 1151 3289 1991EC Good
zone 2 to no -2 4
137 PAS
49
Asset valuations
3.9.4. Step four : Develop a maintenance budget guide
Define the Maintenance Activities and Create a Catalogue of Unit Rates for Maintenance
Level 1
Condition: Very Good
This level essentially defines new assets, all of which have a one-year maintenance period included
with the warranty of the contract or supply. For these assets no provision has been made for
additional maintenance costs for this level of condition.
Levels 2-4
Here the condition varies from Good (level 2), fair (level 3) to poor (level 4). These three levels all
fall into the category of maintenance, with differing degrees of maintenance and different
activities required.
 For level 2 (Good condition): 2% of the Current Replacement Cost.

 For level 3 (fair condition): 5% of the Current Replacement Cost.
 Maintena  Rehabilita
 nce tion
 Sub-Category
Requirem Requirem
ents ents
 36,650,74  170,875,7
  Asphalt Road
0 40
  Gravel Road (2)  14,125,21
 2,085,216
and Red Ash(3) 6
 Large Block
  702,940  1,087,940
Paved Road
 Cobblestone
  1,400  0
Road
  Earth Road  332,640  5,204,640
 Asphalt
  489,000  870,000
Footpath

 Bridge  24,000  140,000

 Culvert  109,300  113,300
 Overpass

(Flyover),  1,148,000  0
including Ramps
  Pedestrian
 10,000  0
Footbridge

 Retaining Wall  30,000  0

 Road Furniture  -  -

 Street Lights  2,000,000  3,000,000
  27,000,00
 Traffic Lights  0
0
  Masonry  470,000  970,000
1
G.C.
Channel

 Pipe Drain  1,950,000  500,000
  River Channel  500,000  0

  Tunnel  0  2,000,000

 Fence  4,950,000  3,000,000
 51,653,23
  Total  229,286,8
6

Table 3.9. AACRA asset maintenance deficit
2
G.C.
Develop the implementation strategy(action plan)
CHAPTER TWO
2.1. Enterprise level strategic plan for AACRA

2.1.1. Road asset management performance
A comprehensive definition of Performance Measurement is offered by(USDT, FHM, 2007):
“Performance measurement is a process of evaluating progress toward reaching predetermined
goals, comprising information on the efficiency with which assets are transformed into goods
and services (outputs), the quality of those outputs (how well they are delivered to clients and the
extent to which clients are pleased) and outcomes (the results of a program activity related to its
proposed purpose), and the effectiveness of government operations in terms of their particular
contributions to program objectives”
2.1.2. Measuring AACRA’s current road asset management performance with respect to
elements of asset management
STRENGTHS WEAKNESSES
 Adapts modern road maintenance  Delay on maintenance of roads and
technologies drainages
 Update schedule according to the practical
situation  Delays in adopting fast changing
 AACRA has its own road maintenance circumstances.
manual.  No time based roads assessment
 Have senior and experienced human
resource  Poor financial control of the projects
 Increased maintenance capacity of the  Inadequate quality of roads and drainage

sector from30km/year to 140km/year  No emphasis for pedestal, cycle and
 Continuously Arrange training programs disables road construction
to develop the skill of their staff human  Late in resolving right of way issue
resource except this year (2012) E.C due
to budget shit to public service  Lack of proper drainage system due poor
integration with AAWSA
 Have clear and appropriate organizational
structure  Environmental pollution due no site for
removal of road construction wests
 Continuous following and checking of
works every weak.  Environmental pollution due construction
process like dust, vibration and noise
 It gives prioritization for sensitive road
maintenance  Poor coordination between the cities
urban development and road transport
 Collaborative research programs with plans.
national and international research
partners(e.g. JICA)  Limited capacity to cover all the major
maintenance related works by own force
 Shortage in identification of best practice
3
 Decentralization of authority, for benchmarking
each Region has its own Road
Asset Administration  Rapid deterioration of maintained road
due to low quality of construction works
 Prepared city drainage master plane to  Lack of collaboration with other
avoid pre mature and repaid deterioration stakeholders like Telecommunication &
 Conduct conditional survey(IRI) twice a AAWSA
year using real light vehicle and smart
phone application technology  Corrective maintenance approach
 Better use of own force maintenance in  Low attitude about maintenance

case of emergency
 Road light and walkway improved
working capacity
 Data collected to implement JICA RAM
system Gives awareness on the usage and
protection of roads for the society through
different medias
 High interest to work with other
stakeholder
OPPORTUNITIES THREATS
 High level of latest technological  Bad practice on roads and drainage
advantage structure like (street market ,stoke piling
of construction on road, connecting the
 Growing number of educated manpower sewerage line with drainage line )
in the country
 Lack of capacity and expertise of the local
 Availability of cheap local labor force contractors and consultants
 Funding opportunities , partnerships /  Rapid escalation of cost of resource
collaborative working opportunities (material, machinery)
 Tendency of international contractor to  incapable and low experience of
participate on the work. contractors on road maintenance
 Technical and road maintenance  Highly expansion of the city and deprived
Equipment support from Japan master plan of the city
International Cooperation Agency(JICA)
 World bank road asset study started (I  Weak appraisal of funds from external
RAP Protocol) source
 Increased capacity of road asset
management directorate  Less attention from stakeholders to road
 Good feedback from end user asset
 Small and medium enterprises are  Funding, grants and budget shortage
available for taking road maintenance
works  less awareness and commitment of the
population on use of the existing road
4
and road protection
 inappropriate action by the road users
 Replacement and maintenance technology
solutions shortage
 Unavailability of enough quarry site
 Rapid traffic growth
 Lack of experienced operator for
technologically advanced machines
 Less contribution for road asset
maintenance from the society
There is lack of Asset Management components implementation practice in its fullest sense in
Addis Ababa Roads Authority. Theimplementation stage of an asset Management system is
still at the planning stage. Most of the individual management systemshave not been utilized,
the most predominant among them being pavement, bridge, and maintenance
managementsystems. Other systems include safety (SMS), congestion (CMS) management
systems.
The data management followed in AACRA since 2006 to 2008 E.C has been collection of
data in paper format which is converted in to Excel sheet and stored.
Data collection decisions in AACRA are predominantly based on past practices and
personnel experiences. But they were not based on data collection decisions mostly on data
collection standards andinput needs of management systems or processes behind the
rationalization of data collection. TheAACRA do not still formally identifiedand document
existing links between the data they collect and the projectselection decisions they support.
Data collection methods used in AACRA are both manual and automated but the automated
method of data collection is on trial base.
Investigation of Road Asset Management Practices in Ethiopia the Case of AACRA, 2017
Msc Thesis by Yetnayet Bihon Page107
Location is given a first rank to prioritizing projects in respect of political and economic
impact than structural condition, functional condition, initial agency cost, life-cycle costs,
usage and customer or user feedback.
Decision making levels in AACRA are not explicitly defined rather than programming and
budgeting decision making level.The value of the asset in their network are not explicitly
known rather than doing the straight - line depreciation.Government accounting procedures
were viewed in several cases as inappropriate for assigning value . In these cases, asset
management approaches were used to assign a value to assets. Asset management systems are
much more appropriate fordetermining asset valuation than straight-line
depreciationaccounting rules.
The main problems faced in applying asset management practice are lack of organized Asset
management department, lack of professional associations, conferences, short courses to
acquire state-of-the- art techniques of Road asset management.
5
Organizational challenges, financial challenges, Political awareness, over all asset
management system and professional competency are the major causes of problems for road
asset management practice in AACRA.It needs top-level agency commitment (at the very
highest levels) in support of asset management to be apparent in every case.Asset
management officials should identify and need to change the culture of the organization to
think of asset management as a key business area.
5.3 RECCOMENDATIONS
Based on the output this research, the following recommendations have been forwarded for
use by pertinent policy makers at AACRA as well at government level.
 Higher educational institutions need to be established in Ethiopia regarding Asset
Management and accordingly courses should be offered at undergraduate and graduate
levels; to produce competent and qualified professionals in area.
 Conferences need to be prepared to provide trainings and short courses for the
employee of Asset management related organizations in order to share knowledge
experiences from other international organizations.
 Creating integration with pertinent government organization like; Ethiopian
Electricity Power Authority, Ethio-telecommunication Authority, Water and Sanitary
Authority, etc. to preserve the asset from excavation and damage.
 Need to determine asset valuation through asset management system than straightline
depreciation accounting rules.
 Applying different individual management systems like: pavement, bridge and other
management systems;
 Integration and development of individual management systems by creating database
and data management systems for further decision making by top managers.
 Decision making models and project selection methods need to be developed in the
AACRA.
 Data collection methods should be done based on international experience, individual
management systems data need and standard Automated equipments need to be used
to analyze the severity of the deterioration.
 Up-to-date condition of the asset should be surveyed and inventoried and database
should be created to know the history of the roadway assets.
 A set of rehabilitation and maintenance alternatives should be developed to meet this
objective, and the alternatives analyzed to determine the optimal set of alternatives
(e.g., the set of alternatives that can be used to meet the specified objective at the
lowest life cycle cost).
 Data collection decisions should be done based on independent management systems
in accordance to data requirements or standard way of data collection.
 Top-level management in the organization should be committed in support of asset
management to be apparent in every case.Asset management officials should identify
and need to change the culture of the organization to think of asset management as a
6
key business area
 AACRA should create Asset Management Practice Manuals and Guideli
Stakeholders Stakeholders Interest Stakeholders Expectation Impact stakeholders if

expectation don’t met
Key stakeholders
 To get an opportunity to go  To reduce road user costs  High road user
to health centers and (travel time, fuel cost and cost(travel time, fuel
schools and so on traffic accident cost) cost and traffic
accident cost)
 To get accesses to  High quality, high speed
Addis Ababa exchange goods road  Being non punctuality
city residence problem specially for
 Potential income  To have improved access student and workers
and mobility
 To be punctual riding on  Even loosing live
comfortable asphalt  To raise living standard because of road
 To be profitable accident
 Potential income
 Provide service  Complete the project within  Leads to project delay
 Income for selling material plan
Contractors  Less satisfaction
 Profitability  Get the payment they
Consultants  Sustainable business  Loss opportunity for
deserve
Suppliers another works
 To be Provided with
Project  Loss of long term
sufficient budget for started
financers projects relationships
 Loss of trust
Secondary stakeholders
 To get hotel access  To visit all historical  Extend days other

easily places in their schedule than their schedule
Visitors
which will add
 Riding vehicles on  To minimize their cost
Tourists extra cost for
comfortable road of fuel and maintenance visitors
Guests
 To minimize road user  To reduce travel time
costs
Table, Stakeholder analysis
7
3.7. AACRA weakness in inventory management

 However, building an accurate and detailed asset inventory proved to be a more complex task,
in both cases
 The collation of these inventories was heavily reliant on just one or two people in the
organization
 The data itself was spread across a range of data sources.
 There were multiple, and often duplicate, data sets, in different formats, and with no metadata.
 Difficult to integrate these diverse sources of data
 ACCRA has operational problems maintaining the information about their respective
systems in a geospatial format
STRATEGIC FORMULATION
3.2 Mission statement
 To provide a quality and sustainable road and drainage maintenances in Addis Ababa
city for the next ten year.
3.3 Value Statement

As a consequence the implementing practitioners of this strategy shall:
 Operate to the highest levels of probity, accountability and transparency

 Act at all times with the highest degree of honesty, Commitment and integrity
 Take initiative and calculated risk towards realization of the vision and mission of the
strategy
 Act at all times Professionally
3.4 Strategic goal

Reduce average waiting time to 25 minute/day and ensuring roads and drainages achieving
minimum of 80% design life time in the city by the end of 2022E.C
 To develop better road management system in adds Ababa city road authority from 2012
E.C to 2022 E.C.
 To increase maintenance capacity of the authority to 200km/year until 2022E.C
Action plan for strategy implementation
Objective 1: To develop better road management system in adds Ababa city road
authority from 2012 E.C to 2022E.C
8
Strategies activity Responsibility Time frame
Provide  Assess the Lead by AACRA Jan. 2012 E.C

continuous capacity human resource
building program development
and training needs & training
gaps at different
levels of AACRA
 Providing formal Lead by AACRA Jan. 2012 E.C

and informal
training and
Mentoring
support
Using QCBS(quality  Prepare quality Lead by AACRA During
Cost Based cost based procurement
Selection) of criteria for any initiation
contractors and project
consultants
 Select the best Lead by AACRA During
procurement
contractor and procurement
consultant
adequate funding  Asses the Lead by AACRA Jan. 2012 E.C

for management financial gap in
system the management
system
Ensure Timely and  Asses the road condition properly AACRA 2013-
scheduled and timely 2022(E.C
maintenance )
 Use latest maintenance
practice
technology
 Use best selective materials
 Procure good capable and
experienced contractor
Develop standards  Design standards and maintenance AACRA 2013-

for improving practices should be reviewed to 2022(E.C
roads. ensure the sustainability of the )
entire road network. For instance,
for low-volume roads design
9
standards may stress accessibility
and durability rather than width and
speed.
Define objectives  For road maintenance capacity AACRA 2013-

and develop plans building, including training, 2022(E.C
technical assistance, and local )
revenue generation.
Use of the  Creating awareness about OPRC to AACRA

Output and stake holders
Performance
 Preparing new contractual form and
Based Road
condition
Contracts
(OPRC) System
starting from
2012 E.C
Develop a  A stakeholder map for the AACRA 2013-
stakeholder organization 2022(E.C
engagement )
 Engagement plans and/ or activities
strategy
for each stakeholder group.
10
Objective 2: To increase maintenance capacity of the authority to 200km/year

until 2022E.C
Strategy Activity Responsibl Time frame

e body
Maintenance of  Improve Information AACRA and 2012-2022E.C

the road properly flow contractor,
and timely consultant
 Method
 Asses the condition
of the road timely
 Review the tasks
frequently
 Usage of better
machinery
 Develop
maintenance
management plan
 Experience sharing
with other country
Capacity  Analysis completed AACRA 2012-2022E.C

building support to identify skill
in technical skills development needs
development and  Plan developed and
project implemented to
management build technical skills
provided to staff
.
11
G.C.
Program level, network level and project level strategies

Communication strategy
The goal is to communicate in a way that is easily understood by non-professionals in the
field of road engineering.
Objectives
The overall aim is to ensure residents and stakeholders know and understand where AACRA
is investing and why. To show that there is a transparent process for decision making. To
achieve this we will:
 Improve understanding of the range of assets that make up the road network that many of
these assets exist to keep people safe and raise awareness that these assets need
maintenance and investment.
 Explain our overall approach to investment including how we invest in planned
maintenance to reduce the need for costly reactive repairs
 Consult on elements of our asset management strategy
 Help residents understand that we are working against a backdrop of increased demand
and reductions in funding
Step 1: To bring technical results to staffs (engineers).
 For example the condition survey, the prognosis of the condition development, the
definition of the maintenance strategy, the maintenance program and the building
program as well as the controlling, generally the whole maintenance cycle has to be
carried out with profound engineering expertise.
Step 2:
 To bring the technical information collected by engineers to decision makers.
 If any graphics are used, they have to be understandable by non-engineers.
 Translate the engineering language into a language that is easily understandable by
decision makers.
 Use striking charts and diagrams and detail explanation on the way how you got the
results in a traceable way.
Step 3:
 The AACRA road asset management directorate shall produce clear statements, with
evidence of high quality and with a traceable process.
 Make asset management a topic in the cabinet of ministers (AACRA director). Bring
higher level management body to transport the plan into the highest level of decision
makers.
Step 5:
 To involve the Addis Ababa city administration authority as it is the main source of
budget
 Address all deputies with a letter form general manager of AACRA (Eng. Moges) and
send them an executive summary and a brochure on the asset management plan
Step 6:
12
G.C.
 Bring interested deputies for the Addis Ababa city administration together and discuss
on the asset management plan. Make them aware that there are a lot of roads in an
unacceptable condition.
 Involve a journalist for the wording.
 Explain what you can achieve with an adequate budget. Show the performance
development. Tell your audience that by improving the surface-condition you also
achieve an improvement of traffic safety, which is a very good trigger to open the ears
of your audience.
Step 7:
 Have a good cooperation with local media and try to place press articles about the
activities of AACRA to show what the authority is doing
 Show what has been achieved last year and what is launching this year in a striking
colored map
 Encouraging the press making reports about the authorities work.
 The degree of risk or uncertainty caused by price volatility and other risks shall be
documented, reported to stakeholders, and tracked as a risk to the department’s
pavement objectives
Audiences
a. All Addis Ababa residents
b. Addis Ababa city administration
c. Stakeholders, including:
 Sub city administration
 Interested organizations (NGO)
 Media
 Voluntary and community sector
 EEPC , ETC and WSSS
 Environmentalists
 Donor/financer
 Consultant
 Main contractor
 Sub-contractor
d. Internal staff
 Road asset management teams
 Own force maintenance directorate
 Communication office
Key messages
 AACRA owns and maintains many assets beyond just the roads. They all need
maintenance and investment.
 Many of these assets are largely invisible but exist to keep people safe.
 We are now developing computer system of inventory management
 AACRA has to make sure roads and infrastructure don’t deteriorate so much that they end
up needing large costly repairs.
Strategy
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G.C.
Action plan and selected strategies for communication

Strategy Details Audience When Responsibility
Printing and distributing brochures/ infographic to
Infographic depict the different assets, how many there are, what Residents
they do and what they cost to maintain. This will help and all 2012- AACRA
people understand more about all the assets beyond stakeholders 2013 communication
roads. office
Produce films under the working title of ‘What goes
into a road?’ to tell the story of all the pieces of Residents
Films infrastructure that form the road network. These will be and all 2102-
hosted on the AACRA website and can be used in stakeholders 2013 AACRA
social media to raise awareness of road asset communication
management work, including our work on pavements. office
Webpage on the AACRA website which will Residents 2013- AACRA
provide more detailed information about assets. and all 2014 communication
Webpage Including educational notes on asset management. stakeholders office
Ongoing programme of media activity to announce 2012 - AACRA

Media what has been done 2013 communication
office
This will use the infographic and films as content and Residents 2013 AACRA
Social get people thinking more widely about the work that and all communication
media goes into maintaining the road network Stakeholder office
 Webpage on the AACRA website which will provide more detailed information about
assets. Including educational notes on asset management.
 Surveys for gathering feedback from residents.
 Meeting : Periodical meeting will be arranged with internal staff and external stakeholder
Maintenance techniques and program needs

The goal is to establish and maintain a more effective and efficient highway maintenance program.
Specific objectives are:
 To establish acceptable levels of maintenance service

 To provide an objective basis upon which the maintenance program can be planned and
executed
 To utilize labor, equipment material and financial resources in the most efficient and
economical manner
 To provide the means by which management can measure actual performance against
planned performance and take corrective action if required, and
 To utilize a Planned Program Budgeting System as a means of communicating the fiscal
requirements for highway maintenance.
Maintenance techniques and road condition
Road condition Repair Method

Very good No action
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G.C.
good Pothole Patching

fair Partial overlay
poor Full overlay
Very poor Rehabilitation
4.0 Inter department co-ordination and Communication strategy
4.1 Inter department co-ordination strategy
Staff are crucial in building AACRA’s reputation by representing the authority externally. The way
they behave and how they talk about their authority can have a huge impact. Good internal
communications are therefore very important in helping a to achieve the above stated objectives.
Internal communication should include: -
 Senior Management Forum
 Regular team meetings
 Database information update to all regional RAM teams
 Evaluation of condition data with proper discussions before decision
 Performance evaluation and Review
It is extremely important that the authority measures the success of this strategy and acts on the
feedback received to amend or enhance it where necessary and communicate these changes.
What will be measured?
 Awareness of asset management services and the services it provides
 Increased satisfaction with road condition and road maintenance works
 Satisfaction with any contact with road services
 Participation and engagement with projects maintenance.
How will this be measured?
 Amount and nature of media coverage.
 Comments, compliments and complaints received about road conditions.
 Number of visits to road networks.
 Consultation with directly affected residents – perception and satisfaction surveys
 Staff survey
4.3 Strategy for Performance Base Approach
Performance measurement is not carried out in most road agencies (Pinard 2015) that studies
carryout in different country including Ethiopia. assessment done on AACRA shows that the agency
doesn’t have organize and structured performance measurement of asset and performance indictor.
however, the agency used different criteria to maintain and operate the road asset. Because of this
reason performance strategic for AACRA prepared as follows.
1. Establishment of objective of performance measurement for AACRA.
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G.C.
 To be a safe, effective, efficient and fully integrated Road Authority which will best meet
the needs of all the stakeholders of the City of Addis Ababa.
 improving Levels of Service and Reducing Costs of Living for Economic and Social
Development, whilst being Environmentally & Economically Sustainable.
2. Identification of performance indicators
Key performance indicators (KPIs) are designed to be objective measures of performance for
AACRA.it is important to participate all stakeholders for discussed as well as the need to achieve
balance efficiency using performance indicators.
There are three of performance asset management AACRA
 Physical condition – Condition of the physical infrastructure that allows it to meet the
intended level of service such as
 Speed of repair response to road defects,
 Compliance with inspection plans,
 Road safety,
 Smoothness of ride,
 Freight mobility and economic vitality (e.g.,

speed, travel time, and/or reliability on key
networks
 Mobility (e.g., travel time and reliability)
 Demand/capacity – The capacity of the physical infrastructure and its ability to meet the
service needs
 Functionality Network Serviceability / – The ability of the physical infrastructure to meet

program delivery needs and ensuring availability, achieving integrity, maintaining
reliability, flexibility, managing condition
ACACRA are entrusted with maintaining, operating, improving, replacing and preserving the road
asset while, at the same time, carefully managing the scarce financial and human resources needed
to achieve these objectives. This must be accomplished under the close analysis of the public who
pay for, either via general taxes or road tariffs, and are regular users of the road network, and who
increasingly demand improved levels of service in terms of safety, reliability, environmental impact
and comfort.
4.3.1 Performance strategic
To ensure that the correct asset management decisions are being made to achieve the objectives set
out in this strategy, there needs to be a measure of both the outcomes that are important to the
public as well as the engineering objectives that are trying to be achieved. It is important that public
outcome measures reflect the experience of those using the highway.
16
G.C.
Asset management outputs will ensure there is a focus on achieving better value for money over the
long term. Monitoring effective measures of performance can aid and improve decision making at
both a strategic and operational level and provide the link between corporate vision, asset
management strategy, levels of service and maintenance operations
Asset Management Outputs
Measurement and trend analysis of highway asset condition will be an indicator of performance. The
measurements will be specific to each asset group. In many cases itis possible to benchmark
performance with other local highway authorities (ERA)
Public Outcomes
In order to monitor the impact of the Highway Asset Management Plan on the public, a range of
measures are being used and will be developed as asset management is further embedded within
the highways service.
 Public satisfaction on a range of relevant highway issues through stakeholder surveys. e.g.
condition of highways, road safety, speed of repair to highway defects
 Numbers and locations of road casualties;
 Number and cost of claims associated with highway matters;
 Public enquiries and call centre demand
Performance Review
The performance targets will be reviewed annually during the final quarter of the financial year and
adjusted for the following year if necessary. As part of the performance management framework,
processes will be developed to capture lessons learned with a view to continual improvement in
service delivery and good practice.
4.3.2 Key performance indicator measurement criteria
Stakeholders satisfaction
17
G.C.
 Satisfying Highway and pavement Condition
 Satisfying speed of repair to Street Lights
 Satisfying the efforts to reduce delays to traffic
Complying with statutory obligations, meeting user needs for safety
 potholes repair on time
 Street Light faults repaired on time
 signalised installations repaired on time
Network Serviceability -ensuring availability, achieving integrity, maintaining reliability, resilience,

managing condition
 Principal Network (A roads) requiring major maintenance
 Non-Principal Classified Network requiring major maintenance
 of Unclassified Network requiring major maintenance
 of footways requiring major maintenance
 bridges with width or weight restrictions
 Number of street lighting faults as of total street lighting stock
 Traffic Signal installations exceeding average expected service life
 Average duration (in days) of all highway works on permit streets
Network Sustainability - minimising costs over time, maximising value to the community, maximising
environmental contribution
5.0 Strategy for Cost-budgeting, life-cycle cost analysis
Construction of infrastructure does not only mean large capital investments but also future costs to
operate and maintain these assets. Decision making in planning and design of roads will impact the
need of future operation and maintenance activities. Additionally, infrastructure management is
often under increasing pressure of aging structures, limited budgets and increased demands from
public which require transparency in the decision making. Life cycle costing is a methodology that
takes into account costs throughout an asset’s life cycle including investment, operation,
maintenance and disposal.
In ACCRA after the budget is approved the organization prioritize as per the approved budget; its
limited resource in such a way that ensures value for money. The Authority needs to take account of
the long-term effect of its roads reconstruction and network improvements to ensure value for
money. Long term planning requires accurate predictions about traffic volume, road conditions and
budget levels
The choice of improvement schemes will give consideration to need, as identified through scheme
ranking using objective condition and significance data together with engineering review.
Prioritizing work programmes takes account of not just condition but also transport orientated
factors such as road hierarchy, service levels, economic activities and the importance of the work
itself. Although emphasizing the strategic network is paramount because of its economic
significance, the process of optimization should be able to,
18
G.C.
 Identify the most suitable option from a range of acceptable outcomes;
 Reflect the demands on the different parts of the network, and
 Address the different service areas against economic, social, environmental and cultural
criteria.
5.1 Delivery of Cost-Effective Asset Management:
AACRA road service will adopt a whole life approach to road investment and will increase the
proportion of the network maintained under our asset maintenance and improvement approach.
We will ensure that remedial work is undertaken where required to ensure safety of users.
This will be achieved by:
 Highways asset condition data being used in the targeting of maintenance on specific parts of
the network for the most effective and economic benefits;
 Making greater and more frequent use of low-cost preventative treatments to prolong the
network life to avoid the need for expensive major renewal;
 Making road investment decisions on a whole life basis, i.e. considering future highway
maintenance costs early in a scheme design;
cost- budgeting
what we want to achieve?
 best value for money with budget
 adopt the long-term financial plan as the basis for all service and budget funding decisions
how to achieve it?
 cost effective evaluation method
 low cost preventative treatment
what needs to be done?
 improve from short term budgeting (annual) to long term financial planning.
 much more concern on the preventative maintenance programme
 evaluate asset management plan
Life Cycle Cost
Life cycle costs (or whole of life costs) are the average costs that are required to sustain the service
levels over the longest asset life. Life cycle costs include operating and maintenance expenditure
and asset consumption (depreciation expense). [CITATION Cen15 \l 1033 ]
What we want to achieve?
 Develop maintenance strategies that consider long-term investment needs
 Provide objective data to support investment decisions
 Determine the funding needed to achieve the desired state of good repair
19
G.C.
 Eliminate existing performance gaps
How to achieve it?
Damage maintenance Description

strategies
By accident Urgent Signs may get damage by accident like traffic

maintenance accident. it’s an individual event not like damage
by aging or natural. so, this situation is repaired
by reactive maintenance
By aging Periodic A sign composes with lot of elements, so it has
maintenance expendable elements like reflection paper.
because its design age can be known, the
maintenance time can be predicted.
By natural or Routine This damage causes by natural environment or

environment Maintenance use environment. after regular inspection
Table 12. source [ CITATION Chi07 \l 1033 ]
 Delay the need for reconstruction by applying a combination of surface treatments, crack
sealing, and mill and overlays, depending on the condition of the pavement and the
available budget
 Reduce the annual cost of system preservation without impacting asset conditions
 Determine the conditions that can be achieved for different levels of funding
6.0 Strategy for AACRA Maintenance Techniques
IRI Ranges Road Condition Suggested Maintenance

Lower than 6 very good Routine Maintenance (RM)
Routine Maintenance (RM)
6 to 11 good Very
thin Asphalt Overlay
11 to 15 fair layer(AO1)
Doubled Asphalt Overlay
15 to 19 poor layer(AO2)
Larger than 19 very poor Reconstruction (RC)
Condition
PCI Range Pavement Condition Suggested Maintenance
Class
70 – 100 Excellent / Very good I Routine Maintenance (RM)
Good / without effect of Routine Maintenance (RM)
55 – 70 II
loads Very
Good / with effect of thin Asphalt Overlay
40-55 III
loads layer(AO1)
25 – 55 Fair / Poor IV Doubled Asphalt Overlay
layer(AO2)
20
G.C.
0 – 25 Very Poor / Failed V Reconstruction (RC)
Maintenance strategies for different pavement conditions
The purpose of maintenance strategy is to ensure that the road remains serviceable throughout its
design life. it is important because it:
 prolongs the life of the road by reducing the rate of deterioration, thereby safeguarding
previous investments in construction and rehabilitation,
 lowers the cost of operating vehicles on the road by providing a smooth-running surface
 keeps the road open for traffic and contributes to more reliable transport services
 sustains social and economic benefits of improved road access.
6.1 Classification of Maintenance
There are different maintenance techniques and methods which are widely practiced in the world
wide. But Based on different interviews from the asset management department staffs and
responsible persons the data’s we collect from AACRA the following maintenance techniques should
be implemented. For AACRA road asset management convenience, road maintenance is categorized
as:
 Routine maintenance
 Periodic maintenance
 Urgent maintenance
6.1.1 Routine Maintenance Inputs
Routine maintenance is a recurrent activity. Careful timing of work inputs forms an important part of
an efficient maintenance programme. The prime objective when scheduling maintenance works is to
ensure that the works are carried out as preventive measures, at an early stage when the road
deterioration and damage are still limited. The works are therefore scheduled at strategic intervals
when it is expected that the need for action is essential. For this reason, the timing of regular, or
routine maintenance works are often related to the time of the year when rainfalls occur.
The most common work activities are:
 Clear drains to allow free passage of water
 Clear culverts and other waterways
 Minor repairs to culverts and retaining structures
 Repair and replace scour checks
 Repair, fill and compact potholes and ruts
 Repair road signs
6.1.2 Periodic maintenance
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G.C.
In addition to the routine maintenance carried out each year, the road will need a more extensive
overhaul after a certain number of years. This periodic maintenance involves more comprehensive
and costly activities such as reshaping of the road surface, re-surfacing and major repair or
reconstruction of cross-drainage structures. Depending on the quality of the road, and the level of
wear and tear, the periodic maintenance works would be scheduled at intervals of 3 to 7 years.
Periodic maintenance includes activities such as:
 Major repairs to structures;
 Reshaping prior to resurfacing;
 Regraveling/resurfacing of entire road;
 Spot improvement/rehabilitation of failing sections;
 Installation of new culverts;
 Stockpiling gravel for use during routine maintenance.
Besides scheduled maintenance activities, road works need to make provisions for the occurrence of
unforeseen damage to the road network. This could be caused by excessive floods or rains,
landslides, or other related conditions.
By definition, emergency maintenance cannot be forecasted and therefore does not figure in annual
work programme. It is, however, possible to reserve a certain amount of funds for this purpose.
Equally, the road authorities need to establish contingency plans for such incidences, thus allowing
them to react in a timely fashion, in order to reopen access on the road and limit the extent of the
damages.
6.1.3 Urgent maintenance
Urgent maintenance is undertaken for repairs that cannot be foreseen but require immediate
attention, such as collapsed culverts or landslides that block a road.
Urgent maintenance involves activities such as:
 Repair or reconstruction of damaged drainage structures due to floods or over-weight

vehicles
 Repair or reconstruction of damaged road sections due to wash-outs, erosion, or floods
 Repair or reconstruction of damages to erosion protection, resulting from excessive flows of

water or landslides
 Clearing of landslides, trees or rocks from the road carriageway
6.2 Maintenance Priorities
All road work activities need to issue in budgetary limitations when planning their maintenance
programme. Every road asset management department staffs responsible for road maintenance
faces the additional challenge that available funds are never sufficient. It is therefore necessary to
assess the importance of the various work interventions to ensure that available resources are
utilized in the most effective manner.
Among the three types of maintenance, obviously the emergency maintenance is the most
important as it relates directly to keeping the roads open to traffic. In terms of non-emergency
22
G.C.
related works, experience clearly show that it is the regular or routine maintenance activities related
to preserving the drainage system which have the most significant effect in terms of extending the
lifetime of a road. These works do not involve any sophisticated technology or skills. They can be
carried out using manual labor and simple hand tools and are inexpensive. Despite this, they still
require a sound management organization to ensure that works are carried out at the right place
and time.
6.3 Situation Analysis
Addis Ababa city roads have a fundamental element in the provision of access in the different
working areas. However, such access has to be sustained otherwise the benefits will be lost. To be
able to make meaningful suggestions regarding the provision of effective maintenance it is necessary
to have an understanding of the current situation.
6.4 Assessment of Maintenance Needs
 Condition survey
Road condition surveys are an important aspect of the maintenance process and are carried out by
AACRA asset management department at specified intervals to establish maintenance requirements
and, subsequently, priorities. Such surveys are carried out in two stages:
 Visual condition surveys
 Instrument surveys
Condition Surveys
Visual Instrument
Surveys Surveys
Visual Assessment Structural

Functional
 Surfacing  Surface Deflection
 Riding quality/roughness
 Structural  Rut depth
 Skid resistance
 Functional
Figure.7 Flow diagram of road condition survey tasks
The typical road condition data collected during the surveys is presented
Data Category Data Elements
Surface condition: Texture Aggregate loss

Visual Voids Binder condition
Surfacing failure Bleeding/ Flushing
Surfacing cracks
Structural assessment: Block cracks Rutting

Visual Crocodile cracks Settlement
23
G.C.
Longitudinal cracks Patching

Transverse cracks Potholes
Pumping
Structural survey: Deflection

Instrument
Functional or structural Rut depth Drainage
assessment: Riding quality/ Roughness Edge break
Visual or instrument Skid resistance Passability
Surface drainage
Cross - section
Indices: Visual Condition Index

Visual or instrument Skid index
Stiffness index
Table 13: Condition data elements
6.5 Treatment selection
The choice of AACRA maintenance treatments in response to defects has been made by the Road
asset Department technical staff based on engineering judgement. However, to ensure that
treatment is cost-effective and consistent, more objective approaches are appropriate. Treatment
selection rules can be formulated which relate maintenance treatments to defect threshold levels,
or combinations of defects. The selection rules should reflect the maintenance standards.
A more sophisticated approach to treatment selection considers a number of different alternative

treatments for each link in the road network. This approach entails the use of an economic model
such as HDM4 which, through economic optimization techniques, determines the optimum
maintenance works when taking a long-term view.
6.6 Resource Requirements
Having identified the maintenance needs, the resource requirements are calculated in terms of
money, personnel, equipment and materials. The resource requirements are related to the
maintenance techniques utilized which may be either labour-based or equipment-based.
6.7 Resources
 Labor
 Tools/Equipment
 Materials
Resources indicated for each maintenance activity are based on a typical gang required to execute
the activity at the work site.
6.8 Work Methods
A step by step procedure for executing each maintenance activity at the work site is described
separating labour based techniques from equipment-based methods.
6.9 List of proposed AACRA Road Maintenance Activities
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G.C.
Bituminous Road Routine Maintenance
 Paved Roadway Cleaning
 Rutting and Depression Repair
 Pothole Patching, Edge Damage and Surface Failure Repair
 Unpaved Shoulder Maintenance
 Crack Sealing
 Bleeding Repair
 Salt Blisters Repair
Bituminous Road Periodic Maintenance
 Fog spray
 Resealing
 Bituminous Overlay
 Unpaved Shoulder Regraveling and Edge Drop Repair
 Unpaved Shoulder Reshaping
Bridge Routine Maintenance
 Bridge Deck Cleaning
 Bridge Joints, Scupper Drains and Weep Holes Cleaning
 Bridge Bearings Cleaning
 Bridge Concrete Repair
 Bridge Wearing Surface Maintenance
 Bridge Rail, Safety Barrier and Parapet Maintenance and Minor Repairs
Bridge Periodic Maintenance
 Bridge Bearings Realignment and Replacement
 Bridge Rust Removal and Repainting
 Bridge Inspection
Retaining Wall Maintenance
 Retaining Wall Minor Repairs
 Retaining Wall Weep Holes Cleaning
 Retaining Wall Vegetation Clearing
Culvert Maintenance
 Culvert Cleaning
 Culvert Headwall, Wing Wall and Marker Post Repainting
25
G.C.
 Culvert Headwall, Wing Wall, Inlet and Outlet Structure Repair
 Culvert Repair
 Culvert Marker Post Reinstatement/Replacement
 Culvert Marker Post Reflector Replacement
Drain Maintenance
 Drain Clearing
 Unlined Drain Erosion Repair
 Drain Lining Repair
 Concrete Lining Joints Repair
 Concrete Lining Leak Holes Cleaning
 Drain Cover Repair/Replacement
Road Furniture and Signs Maintenance
 Guardrail Maintenance
 Curbstone Maintenance
 Distance Marker Maintenance
 Pedestrian Railing Maintenance
 Street Lighting Maintenance
 Traffic Signaling Devices Maintenance
 Road Sign Cleaning
 Road Sign Repainting
 Road Sign Repairs
 Road Sign Replacement
 Road Marking Repainting
 Reflective Stud Maintenance
7.0 Sustainability strategy
what we want to achieve?
 development that meets the needs of the present without compromising the ability of
future generations to meet their own needs.
how to achieve it?
 Inform people about the Sustainable Roads Strategy
26
G.C.
 integrate social, environmental and economical dimension [ CITATION Tho08 \l 1033 ]. as

seen fig 1
 applied for environmental assessments of products (ISO 2006).
 For life cycle costing applied for building and constructed assets the ISO 15686-5 standard in
2008 (ISO 2008).
 Life cycle assessment (LCA) for the environmental dimension
 life cycle costing (LCC) for the economic dimension and
 social life cycle assessment (SLCA) for the social dimension
Risk Assessment
Plan risk management (Establish the Context)
2.1.1. Risk terminology definitions
Risk appetite it is the amount of risk that an organization is willing to accept to attain its
business objective.
Risk tolerance is a specified range of acceptable results, this tells how sensitive the
organization is to risks. The organization will be willing to take many risks if the project
return on investment is high.
Risk threshold is an amount of risk hat an organization is willing to accept. It is a limit

beyond which the organization will not tolerate the risk.
Mitigating risks is an effort to reduce the probability and/or impact of an identified risk.
Mitigation is done before the risk happens.
Accept. Where no proactive risk response strategy is possible to address overall project risk
Definitions of risk probability and impacts
27
G.C.
Name Probability of Possible meaning for decision maker

occurrence
Rare <1% It is almost certain that the event wont
occurred
Improbable 1-5% There is a modest probability that the
event can occur
Moderate 5-10% There is a moderate probability that the
event an occur
Probable 20-50% There is a strong probability that the
event can occur
Almost > 50% It is a very high probability that the
Certain event can occur
Risk level Category Percentage of cost (impact)

1 Small loss 1-2%
2 Medium loss 2-4%
5 Large loss 10-20%
6 Very large loss 20-40
10 Catastrophic level 80- 100%
Table 2.1.Definitions of risk probability and impacts
2.1.2. Probability and impact matrix

Negative Impact / Threat Positive Impact / Opportunity
Catastrop
hic
Large
Medium
Impact
Small
Negligible
improba Rare Moderat Probable Almost Almost Probable Moderat Rare Improbabl
ble e certain certain e e
Likelihood
Probability × Impact = Overall Risk Impact (risk priority)
 High (Red)
 Moderate (Yellow)
 Low (Green)
28
G.C.
Negative Impact / Threat Positive Impact / Opportunity

Catastrop
hic Modera Modera Low
Low High High High High High te
te High
High
Large
Modera Modera Low
Modera Modera te te
Low High High
te te High High
Medium
Modera Modera Low Low
Modera Modera te te
Low Low High
Impact
te te High
Small
Moderate Modera Low Low Low
Modera Modera te
Low Low Low
te te
Negligible
Low Low Low Low Low Low Low Low Low Low
improba Rare Moderat Probable Almost Almost Probable Moderat Rare Improbabl
ble e certain certain e e
Likelihood
Fig.2.4. Likelihood-impact matrix (priority-setting matrix)
Risk categories
29
G.C.
Conflicting internal
program objectives
Political Risk
Political and social
unrest
Lack of adequate funds

for asset programs
Cost related risk

Resorce cost inflation
Devaluation of national
currency
Lack of road condition

data collection instruments
Equipment related
Road asset Lack of modern
risks
management risks maintenance
machineries/Equipment’s
Topography
Extreme weather and

Environmental risk climatic events
Natural Disaster (Seismic

events, flooding , Traffic
Accident)
Lack of trained personnel

for key tasks
Human related Inappropriate action by the

risk road users
Low experience of
contractors on road
maintenance
Fig Risk break down structure (RBS)
30
G.C.
2.2. Step 2: Risk identification
Ris
Risk Likelihood Impact
k ID
1 Conflicting internal program objectives

2 Political and social unrest
3 Lack of adequate funds for asset programs
4 Resource cost of inflation
5 Devaluation of national currency
Lack of road condition data collection
6
instruments
Lack of modern maintenance
7
8 Topography
9 Extreme weather and climatic events
Natural Disaster (Seismic events, flooding,
10
Traffic Accident)
11 Lack of trained personnel for key tasks
12 Inappropriate action by the road users
Low experience of contractors on road
13
maintenance
Table. Risk register
0
2.3. Step three: Qualitative risk analysis
Overall
Ris
Risk Likelihood Impact Risk
k ID
Impact
Almost Catastrophic
1 Conflicting internal program objectives
certain level High
2 Political and social unrest Moderate Large loss Moderate
3 Lack of adequate funds for asset programs Moderate Medium loss Moderate
Catastrophic
4 Resource cost of inflation Probable
level High
Almost Catastrophic
5 Devaluation of national currency
certain level High
6 Probable
instruments Very Large loss High
Lack of modern maintenance Catastrophic
7 Probable High
machineries/Equipment’s level
8 Topography Moderate Large loss Moderate
Almost
9 Extreme weather and climatic events
certain Very Large loss High
Natural Disaster (Seismic events, flooding, Almost Catastrophic
10
Traffic Accident) certain level High
Almost
11 Lack of trained personnel for key tasks
certain Very Large loss High
Almost
12 Inappropriate action by the road users
certain Large loss High
Low experience of contractors on road Catastrophic
13 Moderate
maintenance level High
Ris Overall
k ID Risk Likelihood Impact Risk
Impact
1 Conflicting internal program objectives 0.8 0.8 0.64
2 Political and social unrest 0.1 0.2 0.02
3 Lack of adequate funds for asset programs 0.1 0.04 0.004
4 Resource cost of inflation 0.5 0.8 0.4
1
5 Devaluation of national currency 0.65 0.8 0.52
6 0.5
instruments 0.4 0.2
7 0.5 0.8 0.4
8 Topography 0.1 0.2 0.02
9 Extreme weather and climatic events 0.8 0.8 0.64
10 0.8
Traffic Accident) 0.9 0.72
11 Lack of trained personnel for key tasks 0.6 0.4 0.24
12 Inappropriate action by the road users 0.6 0.2 0.12
13 0.1
maintenance 0.9 0.09
Table 2.3, Risk Analysis
2.4. Step 4: Risks Evaluation (Prioritization)

Overall
Ris
Risk Likelihood Impact Risk Rank
k ID
Impact
10 0.8 1
Traffic Accident) 0.9 0.72
1 Lack of adequate funds for asset programs 0.8 0.8 0.64 2
9 Extreme weather and climatic events 0.8 0.8 0.64 2
5 Devaluation of national currency 0.65 0.8 0.52 3
4 Resource cost of inflation 0.5 0.8 0.4 4
7 0.5 0.8 0.4 4
11 Lack of trained personnel for key tasks 0.6 0.4 0.24 5
6 0.5 6
instruments 0.4 0.2
12 Inappropriate action by the road users 0.6 0.2 0.12 7
13 0.1 8
maintenance 0.9 0.09
2 Political and social unrest 0.1 0.2 0.02 9
8 Topography 0.1 0.2 0.02 10
3 Conflicting internal program objectives 0.1 0.04 0.004 11
2
2.5. Step 5: Risks Treatment
Preventive Risk Response Strategies will be applied
 Preventive strategies are those selected and positioned to be proactive in reducing or eliminating the
probability or impact of a risk event.
 These strategies prescribe actions that are to be taken in advance of any risk event occurrence.
Almost
Mitigate, enhance Mitigate, enhance Mitigate, enhance
certain
Probability
Probable Accept Mitigate, enhance Mitigate, enhance
Moderate Accept Mitigate, enhance Mitigate, enhance
Large loss Very Large loss Catastrophic level

Impact
Risk Response matrix that will be
applied to risk management
Table 2.5. Overall Risk response strategy matrix
Funding strategy
3
3.1. Detailed data of roads is needed for decision making
The following four types of data shall be available(Kumar and Gupta, 2017)
 Data of network of roads
 Works data of rehabilitation & maintenance
 Data of cost
 Data of vehicle fleet
They can be collected through direct Field data collection and Inventory data From AACRA
records
1. Road network Data needed
 Type of soil
 Terrain classification
 Traffic (volume and axle load data),
 Pavement composition and
 Climate has also can been gathered through field studies
The following data can be obtained from various divisional of the AACRA in-charge of
construction and maintenance of the designated portions of the selected roadway network.
 Year of original construction and its specification
 Crust thickness of each pavement layer
 Maintenance inputs and its norms
 Traffic details for the last 5 year
 Year of strengthening and its specification
 Year and specifications of last renewal course
 Temperature and rainfall data for the last 5 years
The collection of road network data in the field is categorized as
 Data of inventory
 Structural capacity and evaluation
 Functional evaluation
 Evaluation of materials used in pavements
a. Inventory data
The details of Inventory data about the selected pavement section is given below:
 Name and Category of road
 Width of carriageway
 Width of shoulder
 Surface thickness and type
 Details of pavement layer
The above data can be gathered by visual inspection of the pavement section and from the in-
charge of
1
b. Structural capacity and evaluation
 Adjusted structural number
c. Functional evaluation
Functional evaluation of pavements pertains to road data collection of surface distresses e.g.
pothole area, cracked area, surface roughness and rut depth etc.
Surface distress measurements on the basis of visual judgment
 Measurement of cracked area
 Measurement of pothole area
 Rut depth measurements
 Roughness measurements
d. Evaluation of pavement materials
Field evaluation:
 Thickness of the surfacing courses (new & old)
 Field dry density of the soil subgrade
 sub-base and base courses thickness
 Field moisture content of the soil subgrade
2. Vehicle fleet data
 Vehicle types
 Traffic volume counts
 Vehicle growth rate
3.2. Decisions they made
• Budget allocations
• Network optimization
• Works programming
• Selection of alternative implementation methods
The project selection decisions
• Decisions regarding general funds to be allocated in the different types of authority
works
• After the agency has decided on the amount of funds to be spent in maintenance,
rehabilitation, or new construction (or reconstruction), then the candidate projects that
fall into each of these work programs need to be determined.
• Tradeoff decisions: Tradeoffs may consider the rehabilitation of an existing flexible
pavement through milling and repaving versus the maintenance of a concrete pavement
through crack sealing. Tradeoffs may consider the maintenance of the roadside drainage
system of a particular segment of a highway versus the rehabilitation of a bridge’s
concrete deck or the replacement of its steel railings.
• The selection of the different projects or different groups of projects to be included in a
work program is heavily constrained by available budgets.
Information Flow Requirements and Processes

The key information flows into this asset management plan are:
Council strategic and operational plans,
2
Service requests from the community,
Network assets information,
The unit rates for categories of work/materials,
Current levels of service, expenditures, service deficiencies and service risks,
Projections of various factors affecting future demand for services and new assets acquired by Council,
Future capital works programs,
Financial asset values.
The key information flows from this asset management plan are:
The projected Works Program and trends,
The resulting budget and long term financial plan expenditure projections,
Financial sustainability indicators.
These will impact the Long Term Financial Plan, Strategic Longer-Term Plan, annual budget and departmental
business
plans and budgets.
8. PLAN IMPROVEMENT AND MONITORING
8.1 Performance Measures
The effectiveness of the asset management plan can be measured in the following ways:
The degree to which the required cashflows identified in this asset management plan are incorporated
into the organisation’s long term financial plan and Community/Strategic Planning processes and
documents,
The degree to which 1-5 year detailed works programs, budgets, business plans and organisational
structures take into account the ‘global’ works program trends provided by the asset management plan;
8.2 Improvement Plan
The asset management improvement plan generated from this asset management plan is shown in Table 8.2.
- 34 -
GLOUCESTER SHIRE COUNCIL – TRANSPORT SERVICES ASSET MANAGEMENT PLAN
Table 8.2: Improvement Plan
Task Resources
Task Responsibility Timeline
No Required
Finalise desired levels of service by establishing
current performance and setting performance Assets Manager
1. Staff Time Dec 2014
targets. Have these Levels of Service adopted by General Manager
Council.
Bulk upload all new segmented and componentised Assets Manager
2. Civica Completed
road asset data into AIM I.T. Manager
3. Consider growth in modelling Assets Manager - Completed
Separation and determination of capital upgrade Finance
4. expenditure from capital renewal expenditure and Assets Manager Manager, Completed
capital new expenditure Staff Time
Improved delineation of planned, cyclic and reactive
5. Assets Manager Staff Time Completed
maintenance activities
Finance
6. Develop improved asset information flow processes Assets Manager Completed
Section
7. Obtain Council approval of this Plan General Manager - September 2014
Review response maintenance levels of service for
8. Assets Manager Staff Time Completed
reactive maintenance
Develop Councils Data collection manuals to ensure
9. repeatability and on-going improvement of Assets Manager Staff Time Completed
condition data collection and modelling processes
Test the current levels of service, to determine ‘a
10. Assets Manager Staff Time Dec 2014
confidence level’ for reasonableness
Test the current levels of service to determine if
11. Assets Manager Staff Time Dec 2014
they are achievable for current budgets.
12. Undertake a consultation exercise with Assets Manager Survey Dec 2014
3
stakeholders to determine if the levels of service
consultants
are appropriate and meet community expectations.
Review budget allocations to ensure they match Manager Tech
13. - Completed
levels of service. Services
Assess the structure and resources within Council,
14. to ensure that the TAMP can be effectively General Manager - Completed
implemented.
8.3 Monitoring and Review Procedures
This asset management plan will be reviewed during annual budget preparation and amended to recognise any
material changes in service levels and/or resources available to provide those services as a result of the budget
decision process.
The Plan has a life of 4 years and is due for revision and updating within 2 years of each Council election.
4
References
Kumar, R. and Gupta, G. (2017) ‘SMART MANAGEMENT OF HEAVY TRAFFIC URBAN ROADS’, pp. 840–
856.
MOWUD (2012) ‘Asset Inventory and Management Plan for Addis Ababa City Government’, (June).
OECD (2001) ‘Asset Management for the Roads Sector’.
USDT, FHM, O. (2007) Asset Management Overview.
USDT, FHM, O. (2009) ‘Asset Management Data Collection for Supporting Decision Processes’.
5
6
Appendix
Appendix A
Glossary
Pavements: Flexible pavements hot-mix asphalt, Portland cement concrete pavements,
unpaved roads, paved shoulders, and unpaved shoulders.
Roadsides: Vegetation and aesthetics, trees, shrubs and brush, historic markers, and
right-of-way fence.
Drainage Structures: Cross pipes and box culverts, entrance pipes, curb and gutter,
paved ditches, unpaved ditches, edge drains and underdrains, storm water ponds, and
drop inlets.
Traffic: Attenuators, guardrail, pavement striping, pavement markings, raised pavement
markers, delineators, signs, and highway lighting.
Structures and Bridges: Overhead sign structures, structural culverts, overall bridges,
sound barriers, and retaining walls.
Special Facilities: Movable bridges, rest areas, river and mountain tunnels, weigh
stations, and traffic monitoring systems
1
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Addis Ababa University

School of Graduate Studies

Construction Facility & Maintenance Management (COMA 6304)

Submitted to: Asregdew Kassa (Ph.D.)

February, 2020 G.C.

2.1.14. The major challenges of AACRA asset management department..............................................21

Figure 1, Major elements of an asset management system (source: Austroads (1997)

FHM …………………………….Federal Highway Administration

management system (source: Austroads (1997)

• Treatments project and network level.

1.9. Data requirements in asset management

optimization of funds allocated to rehabilitation, maintenance, or new construction of

2.1.2. VISION & MISSION STATEMENT

Figure 2.1. Addis Ababa city road network

 Expand and rehabilitate the road network

2.1.11. Organizational structure of AACRA

Figure 2.2. Organizational structure of AACRA

South A.A RAM $

RNM Support RNM BMA

Figure 2.3. Road asset management stream

2.1.12. Data collection mechanism of AACRA

walls and other structures

Ring Road (RR)

Table 2.2. AACRA asset classification Data filled based on level 4

Asset management plan

How Objectives & Strategies are

Seek AA city and Federal

month of being identified.

3. Asset management plan

3.5. The Road Classification System for Addis Ababa

Table 3.1: The Road Classification system for Addis Ababa

3.6. Bridges and Culverts

Road inventory by road type

Road inventory by catagory

3.8.1. Inventory of main Streets (please refer appendix B-1)

Width2. Carriage Way

Project Hand Over

3.8.4. Total road inventory

Surface Ring Road PAS SAS CS LS Total

3.9. Step 2: Assess performance and failure modes

3.9.2. The Five-Point Scale of Condition Assessment

IRI Ranges Road Condition

Condition Rating Scale Condition Indicator

Condition Rating Scale Condition Indicator

Condition Rating Scale Condition Indicator

Condition Rating Scale Condition Indicator

Condition Rating Scale Condition Indicator

roundabout still sheds water.

Condition Rating Scale Condition Indicator

3.9.3. The current condition of the AACRA Assets

From total Befor

3.9.3.2. Collector roads in poor condition

Width2. Carriage Way

Surface Drinage Type

Project Hand Over

3.9.3.3. Main roads in fair condition

From Mola PAS Before Fai

Project Hand Over

From the left

3.9.3.5. Main roads in good condition

Surface Drinage Type

Project Hand Over