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The Republic of Uganda

Uganda National Roads Authority

Feasibility Study, Detailed Design and


Supervision of the Construction of the
Northern Corridor Route, Mbarara ByPass
Environmental and Social Impact Statement
May, 2010

In association with

and

Uganda National Roads Authority (UNRA)

Feasibility Study, Detailed


Design and Supervision of
the Construction of the
Northern Corridor Route,
Mbarara By-Pass
Environmental and Social Impact
Statement
May 2010

Report no.
Issue no.
Date of issue

07045-3
004
May, 2010

Prepared
Checked
Approved

NO/BBD
DRS
JNP

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

ii

Table of Contents
Consultants Team

Acknowledgements

vi

Acronyms

vii

Executive Summary
Introduction
ESIA Study Methodologies

ix
ix
xii

1
1.1
1.2
1.3

Introduction
Background
Access to Economic Opportunities
Project Description and Justification

1
1
2
2

2
2.1
2.2
2.3
2.4
2.5
2.6

Alternative Alignments
Northern Alternative Option/Routing
The Southern Option
Southern Long Option
Northern Short (Green) Option
Zero Option
Conclusion and Recommendation on the Best
Alternative/Option

8
8
9
10
10
11

3
3.1
3.2
3.3
3.4

Project Area Description


Biophysical Conditions
Vegetation Characteristics
Socio Economic Setting
Road Project Design Process Activities

13
13
17
23
32

4
4.1

The ESIA Study


Rationale and Purpose of the ESIA

36
36

11

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Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

4.2

Methodology for Preparation of the ESIA

37

5
5.1
5.2
5.3
5.4

Public Consultations
Overview of the Public Consultation Process
Emerging Issues arising from Public Consultations
Public Disclosure and Public Hearing
Public Hearings

44
44
46
49
50

6
6.1
6.2
6.3
6.4

Policy, Legal and Institutional Framework


Policy Framework
Legal Framework
Institutional Framework
Institutional Coordination

51
51
54
59
61

7
7.1
7.2
7.3
7.4

Potential Impacts and Mitigation Measures


Overview of effects
Overall impacts assessments
Positive Impacts
Potential Negative Impacts

63
63
64
69
69

Environmental Management and Monitoring


Planning
Overview
Project Monitoring Phases

98
98
98

8.1
8.2
9
9.1

Institutional and Capacity Building


Arrangements
Institutional Requirements

References

105
105
107

Table of Appendices
Annex 1: Household Socio-Economic Survey Questionnaire
Annex 2: Parishes and Cell that Make up Kakiika Sub-County
Annex 3: Agricultural and other Economic Activities in Kakiika
Annex 5: Quality and Access to Social Services in Kakiika Sub-County
Annex 6: Details of community Meetings including dates, venue and
number of participants in 6 parishes
Annex 7: Number and names of landowners likely to be affected in
Kakiika
Annex 8: Additional Persons Contacted

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Annex 9: COWI Action on Key NEMA Comments on the EIS for ESIA
for the project
Annex10: Water Quality Results for Ruharo Water Works
Annex 11 (a): The Role of the Contractors Environmentalist
Annex 11 (b): The Role of the Contractors Safety Officer

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Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

List of Tables
Table 3.1:
Counties Sub-counties and cells where Mbarara By-Pass
transverses 13
Table 3.2 Population levels and trends by sex of Mbarara Municipality 14
Table 3.3:
Mbarara Monthly Total Rainfall (mm) 2005-2006
15
Table 3.4:
Monthly Mean Maximum and Minimum Temperature (0C) 15
Table 3.5:
Humidity Summary for 2005-2007 for Mbarara District 15
Table 3.6:
Water Quality Parameters from 03 Water Points along the
Alignment 16
Table 3.7:
Geographical Analysis of Poverty Pockets in Mbarara
District
27
Table 3.8:
Social services in Nyakayojo Sub-county
28
Table 3.9:
Ownership of means Transport in Mbarara District
31
Table 3.10:
Summary of Preliminary Cost Estimate (EURO) - Mbarara
By-Pass
35
Table 5.1 A summary of Stakeholder Consultation Meetings and Population
reached by various categories
46
Table 5.2:
Concerns and fears raised by various stakeholder s that were
consulted 48
Table 7.1:
Magnitude of Impacts
64

List of Figures
Figure 1.1:
Location Map
4
Figure 2.1:
The Main Alignment Options Considered Northern Long
(Blue) Option
8
Figure 2.2:
The purple option, passes developed areas near Katete
10
Figure 2.3:
Developed areas between Kabaara and Kitebero
10
Figure 2.4:
First three km of the green option is rolling
11
Figure 3.1:
Illustrated Summaries of the Sections Through the Planned
Project Areas
18
Figure 3.2:
Livestock owned by households in project area
24
Figure 3.3:
Source of household income
24
Figure 3.4:
Land tenure systems in the project area
27
Figure 3.5:
Literacy levels by gender
29
Figure 3.6:
Main Source of Water Sources
30
Figure 3.7:
Source of Energy for Cooking
32
Figure 3.8:
Process of field Test investigations in progress
32
Figure 5.1:
Potential negative social impacts
46
Figure 5.2:
Potential positive impact of the By-Pass
47

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

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Acknowledgements
The consultants would like to thank all stakeholders including Government Departments, who took part in the process of preparing this ESIS.
Local communities and all consulted during field trips deserve recognition and
sincere appreciation for their time and open contributions and insight into the
activities of the project.
The experts including project engineers and surveyors who provided technical
information regarding this project need also special recognition.
The Uganda National Roads Authority for their support and contributions towards the ESIA process and preparation of this report.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Acronyms
AOI
BOQ
CAO
CBOs
CFR
COWI
DCP
DLB
DRSC
DWD
ESIA
EIRR
ESIS
EMP
EU
EU
EMP
FY
GDP
GoU
IMF
IRR
HIV
LHS
MBAZARDI
MDGs
MoFED
MLHUD
MoWT
MT
NCR
NEA
NEMA
NFA
NGO
NMT

Area of Influence
Bill of Quantities
Chief Administrative Officer
Community Based Organizations
Central Forest Reserve
Danish Consultant
Dynamic Cone Penetrometer
District Land Boards
District Road Safety Committees
Directorate of Water Development
Environmental Impact Assessment
Economic Internal Rate of Return
Environmental and Social Impact Statement
Environmental Management Plan
European Union
European Union
Environmental Management Plan
Financial Year
Gross Domestic Product
Government of Uganda
International Monetary Fund
Internal Rate of Return (economic)
Human-Immuno Virus
Left Hand Side
Mbarara Zonal Agricultural Research and Development Institute
Millennium Development Goal
Ministry of Finance, Planning and Economic
Development
Ministry of Lands, Housing and Urban Development
Ministry of Works and Transport
Motorized Traffic
Northern Corridor Route
National Environment Act
National Environment Management Authority
National Forestry Authority
Non-Government Organization
Non-Motorized Transport

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Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

NRM
NVT
NWSC
OSH
PEAP
PWD
RAP
RDC
RE
RHS
ROW
SIA
SSA
STD
TC
ToRs
TSS
UBOS
ULC
UNDP
UNRA
UPDF
USD

National Resistance Movement


Non Vehicular Traffic
National Water and Sewerage Corporation
Occupational Safety and Health
Poverty Eradication Action Plan
People With Disabilities
Resettlement Action Plan
Resident District Commissioner
Resident Engineer
Right Hand Side
Right of Way
Social Impact Assessment
Sub-Saharan Africa
Sexually Transmitted Diseases
Trading Centre
Terms of Reference
Total Suspended Solids
Uganda Bureau of Statistics
Uganda Land Commission
United Nations Development Programme
Uganda National Road Authority
Uganda Peoples Defence Forces
US Dollar

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Executive Summary
Introduction
Infrastructure development is one of the top priorities for the Government of
Uganda in its agenda for economic transformation within the next decade as
depicted in its Financial Budget estimates for 2008/09. Transport infrastructure
especially roads play a pivotal role rural transformation process.
The main objective of the National Resistance Movement (NRM) Government
has been to improve access to transport services in the rural and urban areas by
so doing contribute to poverty eradication. Of paramount importance is the improvement of the transport system; improve performance of the transport sector
so that Uganda is effectively connected to the countries in the region, efficiently accessing the sea ports and is linked to the rest of the world by air.
The Government of Uganda represented by the Uganda National Roads Authority (UNRA) intends to construct the Mbarara By-Pass road of 13.88 km to divert
heavy traffic away from the town centre of Mbarara and in anticipation of possible elevation of the Mbarara Municipality to a city status. The project will cost an
estimated 17.7 million Euro. The cost will cover construction supervision and
construction costs. The detailed road designs are being conducted by M/S. COWI
(U) Limited.
The purpose of this project is to support the Government in the achievement of
its socio-economic goals outlined in the MGDS, which include the development of the roads and other national infrastructure

Project Description and Justification


The By-Pass road to be constructed will be an Asphalt Concrete Surfacing consisting of 60 mm of wearing course and 90 mm of binder course. The effect of
the new By-Pass will be a roughness of 2 m/km. Based on the preliminary
geometric, pavement and drainage design, a preliminary bill of quantities
(BOQ) has been prepared. The BOQ is for the entire project length of 13.3 km
and with asphalt pavement on stabilized road base and double bituminous surface treatment.
The traffic volume predicted for the Mbarara by-pass justifies the road to be
designed as a Class IB. Initial analysis of the terrain along the selected by-pass

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

alignment show that the majority of the length can be considered flat, with only
a few sections falling into the rolling terrain class.

Mbarara By Pass Project Objectives and Justification


The objectives and the anticipated benefits of the planned construction of the
Mbarara By pass is based on the following considerations. Namely:

traffic volume considerations indicating a considerable amount of city


centre traffic amounting to around 5,000 vehicles,

economic growth assumptions in which, Mbarara By-Pass project is regarded as an integrated part and improvement of the Northern Corridor,

Potential Shift a Way From Non-Vehicular Traffic, evidence has shown


that, the demand for the Non-Vehicular Traffic (NVT) as the primary
means of transport will decline over time in line with economic development and that, demand will be shifted towards vehicular categories,

Economic Considerations, the economic viability of the Mbarara ByPass shall been seen part of the implementation of projects on the
Northern Corridor

Other Benefits of the Planned By Pass, the main quantifiable economic


benefits generated from the By-Pass Project are savings in economic
vehicle operating and passenger time costs. The other indirect benefits
include; social benefits including improved assess to schools, health facilities and markets, etc.; agricultural sector improvements; and

Opportunities within tourism development.

Policy, Legal and Administrative Framework


The ESIA was prepared with reference to the key policy, legal and administrative
instruments at national level. The proposed project will comply with all Ugandan legal requirements. As a result of different laws and legal instruments
which apply to road- related environmental and social issues, a number of players are involved at various stages on an environmental impact assessment and
social impact assessment.
Some of the existing laws applicable to environmental and social management
with respect to the Mbarara By pass Project are: The Constitution of the Republic of Uganda 1995; The National Environment Act, Cap 153; The Environmental Impact Assessment Regulations, 1998; The Land Act,1998; The Local
Governments Act 1997; The Town and Country Planning Act,1964; The National Forestry and Tree Planting Act,2003; The Water Act, Cap 152; The National Gender Policy,1997; The National Environment(Standards for Discharge
of Effluent into Water or on Land) Regulations,1999; The Policy on Conservation and Management of Wetland Resources,1995 and The National Environment(wetlands, River Banks and Lake Shores Management)Regulations 2000

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The National Environment Management Authority (NEMA) is mandated to be


the principal agency in Uganda for the management of the environment (National Environment Act Cap 153). At district level, the responsibility of the
management of environmental issues lies with the District Environment Committees under the technical guidance of the District Environmental Offices.
While NEMA is entirely responsible for the coordination of sectoral environmental issues, UNRA must ensure that environmental and social impact assessments for the road projects are adequately carried out, and that the mitigation measures are incorporated as appropriate, and that the construction process
is environmentally and legally compliant. Furthermore, the Uganda National
Road Authority (UNRA) will be responsible for monitoring the environmental
and social impacts of the planned road project during and after construction.
With regard to the Compensation and Resettlement issues, the main pieces of
legislation are the Constitution of the Republic of Uganda and the Land Act. In
this regard, the main stakeholder institutions include; the Ministry of Lands,
Housing and Urban Development (MLHUD) for issues of compensation and
valuation including UNRA the Lead Agency. Therefore, UNRA will take responsibility for all matters of displacement, compensation, and identification
and coordination of other players. In addition, the Uganda Land Commission,
District Land Boards, Land Tribunal and Local Councils will be involved in
matters of land acquisition.
Description of the Project Environment
The planned road project passes through distinct ecosystems namely; Rwemitongore Plantation Forest Reserve, the farmlands (ranches), the riverine ecosystem and the banana plantation at the end of the road on Mbarara-NtungamoKabale road (NCR). The vegetation communities range from Eucalyptus trees on
the parts of Rwemitongore Forest reserve near coca cola areas, the grazing lands
and riverine thickets across with shrubs of Teclea nobilis, Cyperus papyrus and
Loudetia kagerensis. All the grass communities are overgrazed and are at knee
high levels at certain points across the planned road alignments.
The topography is gently undulating, no hills are traversed by the road. The ByPass avoids wetlands and woodlots of eucalyptus in its entire length.
Project Alternatives
A number of alternative alignments both to the north and south of the town
centre were initially analyzed and presented to Mbarara Municipality and to
UNRA. The Analysis of the Alternatives was based on the following
considerations:

Traffic volume considerations

Economic Growth Projects and Assumptions

Potential shifts a way from NVT

Economic Considerations

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

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Other benefits

The Alternative Routings included:


The options were:

The Northern Alternative/Option

Northern Short Option

The Southern Option

Southern Long Option

Zero Option

Recommendations on the Best Alternative/Option


The short alignment option north of the town centre has the following advantages compared to the other three Options and has therefore been taken as the
best Option. Its considered advantages included:

Its construction costs are comparably lower of all the four Options;

It is the shortest route;

It is the route which requires the least land take;

it presents minimal negative social and environmental impacts as compared to other routes (northern most for instances is closer to air field on
Ibanda road);

It is the route where the least number of buildings will have to be demolished if any;

It has also the potential to serve the traffic travelling to and from Kasese;
and

It is the route where the gentlest vertical alignment can be designed.

ESIA Study Methodologies


The purpose of the ESIA is to ensure that the integrity of the physical environments is preserved during all the stages of the project from design to construction and operation. The impact studies were carried out in accordance with
NEMAs environmental assessment requirements taking into account requirements of development partners requirements for ESIA process. The environmental and social impacts of the project were predicted in relation to environmental and social receptors or people (e.g. residents of villages and settlements,
and land-use, etc), and natural resources.

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Methodology for Preparation of the ESIA


Combinations of methodologies were adopted in conducting this ESIA study
and in the preparation of the ESIA report. Literature review covered key documents appended in the reference section. The aim of the review was to capture
existing environmental conditions and other information required in the preparation of the ESIA. The methodologies employed included:

review of literature

ecological investigations

water quality analysis

ESIA also made use of public and household information through public
meetings, stakeholder consultations and participatory rural appraisal (PRA)
to assess the likely impact of the projects and identify opportunities for
promoting positive socio-economic development

.Both questionnaire and participatory surveys were segregated by gender,


age and income to capture demographic and gender differences in livelihood activities and mobility patterns

In all, pertinent environmental and social problems have been identified and
documented in this ESIA report and appropriate mitigation measures have been
proposed to minimize or offset these problems. An Environmental Management
Plan (EMP) embedded in the report outlines responsibilities, institutional
mechanisms, costs and time frames for the implementation and monitoring of
the plan.
Ecological Valuation
Details of the Ecological Valuation process for the 1.8ha of Rwemitongore
Forest Reserve included:

Value of Standing Stock;


Discounted Value of Current and Future Standing Stock;
Value of Carbon Sequestration Potential;
Value of Biodiversity;
The Value of Land Take;
Value of Unique Environmental Services (including Wind Break, Flood
Control and Amenity values); and
Incremental Management Costs.

Total Cost implication of the loss of the 1.8 ha of forest is established at


Ushs. 165,028,71. Compensation for the forest plantation will be undertaken in line with national laws under the mandate of Chief Government
Valuer.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

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Potential Impacts and Mitigation/Enhancement Measures


Positive Impacts
Overall, the planned reconstruction of the road will create job opportunities
for workers to be recruited along the project road. There is much anticipation
among the roadside communities that local labour will be employed on the road
project, especially to carry out manual and unskilled tasks.
The unskilled positions would include casual labourers, watchmen, etc. The
number of local people who could be employed by the project will be in the
region of 200-300 people. However, masons and truck drivers can be sourced
from the local population. There will be reduced congestion in the town centre
after diversion of traffic.
Negative Impacts and their Mitigation Measures
The main environmental and social impacts from the construction of the by
pass include; increased health risks (STDS and HIV/AIDS); dust, soil erosion,
noise, loss of vegetation for the entire road stretch of (30x13700= 441,000m2 )
of largely grazed lands will be taken up by the road, interference with livestock/cattle movements, loss of grazing lands, limited displacement of persons,
some damage to the wetland ecosystem, destruction of catchment areas and
habitats especially the riverine systems across R. Ruizi, impacts on the water
plant at Ruharo water works, uptake of banana plantation area of 300-500 m
stretch, conflict with grazing needs in the area and other cumulative impacts.
There are concerns over free grazing movements of livestock in the areas of
MBAZARDI farm.
A stretch of 1.8 ha Rwemitongore Forest Reserve will be lost to the road RoW
and it is proposed that, before clearing parts of the forest, salvage harvesting of
mature poles be done by NFA. Tree branches, twigs and other parts be taken by
the communities for their fuel wood needs. This ESIA proposes that, modalities
of paying/compensating for the forest portion should be handled by the Chief
Government Valuer as mandated by law.
The contractor needs to work closely with the stakeholders (Ruharo Water
Works) to ensure water quality issues are taken care of during road works. Also
the road corridor should be beautified with avenue trees and ornamental plants.
These measures will all help to remedy vegetation loss form the planned project.
In order to address risks on livestock along the highway, it is proposed that,
underpass crossings be constructed at some sections such as at -2+400 and at
4+900 in Kyomugorani and MBAZARDI.

Environmental Management Planning


Most of the identified impacts such as dust, noise, HIV/AIDS can be mitigated
and others such as loss of vegetation are reversible. The contractor will use a
number of interventions to control negative impacts from the project.

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Some of the mitigation measures include incorporation of appropriate environmental designs into the project, use of water to control dust, supervision of implementation of mitigating measures by various authorities, compensation for
land crops and forest area of Rwemitongore.

Environmental and Social Management Planning


In order to implement the EMP responsibilities have been assigned to various
parties within the project framework. The recommended mitigation measures
will be outlined in the detailed design drawings, and detailed in the Technical
Specifications. These mitigation measures will form part of the contract documentation for the road upgrading works. For example, there is to be a component for tree planting of appropriate species as catchment protection above the
road and this activity will be undertaken with substantial womens participation.
The ESIA and ESMP are to be availed to prospective bidders in order to ensure
that normal environmental mitigation costs are factored into construction costs.
The Contractor is expected to prepare work plans for environmental management in line with the EMP presented in the ESIA as well as taking into account
some conditions relating to the approval of the project by NEMA. The costs of
incorporating the recommended mitigation measures, including compensation
for property and crops and relocation activities, as well as costs for unforeseen/additional mitigation and environmental and social monitoring are to be
integrated into the BoQs for the project.

Monitoring Programme
The overall objective of environmental and social monitoring is to ensure that
mitigation measures are implemented and that they are effective. Environmental and social monitoring will also enable response to new and developing
issues of concern. The activities and indicators that have been recommended for
monitoring are presented in the ESMP.
Environmental and social monitoring will be carried out to ensure that all construction activities comply and adhere to environmental provisions and standard
specifications, so that all mitigation measures are implemented. The contractor
shall employ an officer responsible for implementation of social/environmental
requirements on a full time basis. This person will maintain regular contact
with the Supervisors own Environmental/Social Specialist and the local District Environmental Officer. The contractor and UNRA have responsibility to
ensure that the proposed mitigation measures are properly implemented during
the construction phase.
In addition, there should be a Safety Officer in the Team whose role will be ensuring all safety matters on the project are managed in a professional manner.
The environmental and social monitoring program will operate through the preconstruction, construction, and operation phases. It will consist of a number of

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activities, each with a specific purpose with key indicators and criteria for significance assessment. The following aspects will be subject to monitoring:

Encroachments into ecosystem areas such as wetlands


Vegetation maintenance around project work sites, workshops and camps
Works and road safety elements, including a log of accidents
HIV/AIDS programme implementation and levels at local health centres

The monitoring of mitigation measures during design and construction will be


carried out by the Supervisors Environmental/Social Specialist. He/she will
conduct mitigation monitoring as part of the regular works inspections. The
responsibility for mitigation monitoring during the operation phase will lie with
the Environmental Section in UNRA.
UNRA will provide NEMA with reports on environmental compliance during
implementation as part of their annual progress reports and annual environmental monitoring reports. Depending on the implementation status of environmental activities, NEMA will perform annual environmental reviews in
which environmental concerns raised by the project will be reviewed alongside
project implementation.

Conclusion
The planned construction of Mbarara By pass is an important project that has
numerous benefits including de-congestion of Mbarara Town centre, reduced
accidents, improvement in travel times, boosting of local and national connectivity and economies, local employment and improvement of social services.
However the ESIA study has illustrated that this development will be realized
at a cost. The study showed that the environment and social contexts will be
interfered with in varying magnitudes such as through soil erosion; loss of
trees; uptake of banana crop land (300m), disturbance to forest ecosystems;
pollution of water, air and soils; loss of property and land; disruption of grazing
patterns.
The study has therefore proposed several mitigation measures to control, reduce
or reverse the perceived impacts. It has also proposed implementation and
monitoring mechanisms of the environmental and social management plan. Finally recommendations have been made to guide the contractor on broader issues of environmental and social significance.

Recommendations
The Contractor should comply with legal obligations related to this project
and should use the National Environmental Standards as a guide for emission limits. In absence of any emission limits in the national standards, the
contractor should use other internationally acceptable standards for the
limits;
There is public concern over the safety of road users in view of the fact
that, the planned area for the by-pass is largely a cattle grazing zone;

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All displaced parties and other groups who will lose property should be
fairly and promptly compensated;
The Contractor should closely work with district and Mbarara Municipality
authorities during the entire project implementation period in the implementation of the EMP;
The contractor should follow all the formalities related to development
control and approval systems for this nature of projects;
The Contractor should fully rehabilitate campsites, borrow pits and road
sides after project completion;
A comprehensive programme should be developed to facilitate sensitizations and training of workers and the general public on HIV/AIDS and
STDs; and
Leased lands that will be used for temporary works of the project should be
returned to the rightful owners after completion of the works.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Introduction

1.1

Background

Uganda is a landlocked country of 27 million people, roughly the size of the


United Kingdom. Uganda borders five countries: Sudan to the north, Democratic Republic of the Congo to the west, Rwanda and Tanzania to the south and
Kenya to the east. More than 18% of Ugandas land surface is covered with water with Lake Victoria being the largest of Ugandas five major lakes. Uganda is
a primarily rural country, with only 10% of the population considered urban.
According to the UNDP, this situation should remain unchanged through 2015.
Economic growth plans must focus on creating opportunities that will benefit
the primarily rural population, such as agribusiness. In addition to being heavily
rural, 50% of Ugandas rapidly growing population is under the age of 15, a
situation that the UNDP estimates is unlikely to change over the next 10 years.
The population has been growing at 3.3% annually, and that pace is forecasted
to increase to 3.7% until 2015. Current growth rates, though impressive, are
below the 7% sustained rates required to meet the Poverty Eradication Action
Plan (PEAP) objectives. Ugandas development challenge is magnified by geographic and social inequalities in income distribution and basic services provision between urban and rural populations, and between its northern and southern regions.
In 2002 there were an estimated 5.1 million households with a slight fall in average household size to 4.7. The proportion of rural population remained very
high in 2002, accounting for 88% of the total population, down from 89% in
1991. The rural population grew at an estimated 3.2% per year, vs. 3.9% for the
urban population. These trends indicate considerable rural to urban migration,
because the fertility rates of the urban population are much lower than those of
the rural population. GDP per capita growth also declined from 3.46% to 1.8%
during the same period, partially due to the slowdown in GDP growth, but also
due to population increase. The population has been growing at 3.3% annually
and is forecasted to increase to 3.7% until 2015 - refer below
The Economic Recovery Program that started by the Government in 1987 was
to institute fiscal consolidation as a means to control inflation. Furthermore, the
liberation of the foreign exchange market was a significant economic reform
policy that provided incentives to major sectors of the economy. Other reforms
implemented in recent years include removal of import bans, elimination of licensing requirements, reduction of import tariffs and taxes. The economic re-

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

form process and structural transformation of Ugandan economy have been supported by the World Bank and the International Monetary Fund (IMF). The process
has further been supported by promotion of private sector development including
liberalizing of Investment Code in 1991, strengthening of Public-Private sector partnership, relaxing restrictions to the private sector, and privatization of public owned
enterprises.
Between 1992 and 2002, poverty rates fell in Uganda from 55.7% to 37.7%,
primarily through the emergence of successful new agro-industries such as fish,
vanilla, and flowers as well as growth in services in urban areas. Ugandas real
GDP growth rate slowed from an average of 6.8% between 1990 and 1999 to
around 5.5% between 2000 and 2007. Real GDP in 2006/07 grew by 6.2 percent
compared to 4.9 percent recorded in 2005/06. The increase in real GDP was mainly
on account of increased performance in the construction, transport and communication, wholesale and retail trade, and services sectors as a result of increased public and private construction, increased activity in the formal sector, and increased
import demand.
Between 1990 and 2007, real GDP growth averaged close to 5.5 percent, compared with 3 percent in the rest of Sub-Saharan Africa (SSA). In per capita terms
the corresponding figures are 3.25% and 1% - refer below. Ugandas growth
since 1990, then, has been among the strongest in Africa.

1.2

Access to Economic Opportunities

Investment in the transport sector improves access to economic opportunities


by reducing transport costs. These include lower market prices for final products (both rural products and consumer goods), spatial extension of the market
(due to the transport-induced changes in production and consumption patterns),
higher personal mobility, and stimulation of socio-economic activities. In addition to improving accessibility, transport investment affects employment. The
provision of transport services, including the construction and maintenance of
transport infrastructure, generates demand for labour (often unskilled) and provides income-earning opportunities for the poor. If a transport project generates
jobs for the poor who are otherwise unemployed or under-employed, it contributes to the reduction of poverty.

1.3

Project Description and Justification

1.3.1 Background
Infrastructure development is one of the top priorities for the Government of
Uganda in its agenda for economic transformation within the next decade as
depicted in its Financial Budget estimates for 2008/09. Transport infrastructure
especially roads play a pivotal role rural transformation process. The main objective of the National Resistance Movement (NRM) Government has been to
improve access to transport services in the rural and urban areas by so doing
contribute to poverty eradication. Of paramount importance is the improvement
of the transport system; improve performance of the transport sector so that

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Uganda is effectively connected to the countries in the region, efficiently accessing the sea ports and is linked to the rest of the world by air.
Equally, ports, railways and airports are a key part of the national infrastructure
that stimulates development by linking various economic destinations across
and outside the country. Ugandas policy goal on transport is to ensure the provision of a coordinated transport environment that fosters a safe and competitive operation of commercially viable, financially sustainable, and environmentally friendly transport services and enterprises. All motorized and nonmotorized traffic are expected to reach every society of the country year-round
without interruption.
The provision of adequate road transport services (in quality, coverage and organization) is essential for the economic and social development of Uganda.
Road transport accommodates far the most of passenger/freight movements in
the country, import/distribution of petroleum products, fertilizers, relief food
and collection/export of coffee from rural areas. The roads sector has a vital and
supportive role to play in the development of a dynamic and robust private sector, and in the efficient delivery of social services. Hence an efficient road network will be a key element in sustaining high economic growth through its contribution to increased productivity. It therefore, has a direct bearing on poverty
reduction.
This explains Governments resolve to put in place a sound road network as a
prerequisite for socio-economic development of the country and to maintain
coherence in the socio-economic environment. Easy mobility of goods and
people provides the incentive for increased production and markets access, and
therefore has a positive effect on the improvement of the welfare of households.

1.3.2 Mbarara By-Pass Project


The importance of the Northern Corridor Route for Uganda and its neighbours
(Rwanda, DRC and Burundi) has meant that both the Government of Uganda
and international development partners have devoted substantial resources to its
upkeep and improvement over the last 3 decades. The road forms part of the
main international route connection Kenya, Uganda, Rwanda, and the Democratic Republic of Congo and presently passes through the town centre of
Mbarara.
The relevant By-Pass option subjected to the economic evaluation as defined by
the engineering studies for the Mbarara By-Pass Road. The traffic volume predicted for the Mbarara By-Pass justifies the road to be designed as a Class Ib.
The same road class has also been selected for the sections of the Northern corridor Route Masaka-Mbarara, presently under reconstruction and the MbararaNtungamo-Kabale-Katuna currently being designed by COWI A/S.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Figure 1.1:

Location Map

The By-Pass road to be constructed will be an Asphalt Concrete Surfacing consisting of 60 mm of wearing course and 90 mm of binder course. The effect of
the new By-Pass will be a roughness of 2 m/km. Based on the preliminary
geometric, pavement and drainage design, a preliminary bill of quantities
(BOQ) has been prepared. The BOQ is for the entire project length of 13.3 km
and with asphalt pavement on stabilized road base and double bituminous surface treatment. The Economic Cost of the project is considered to be the total
expenditure (Financial costs) incurred to realize the project

1.3.3 Mbarara By-Pass Road Design


The objectives and the anticipated benefits of the planned construction of the
Mbarara By pass is based on the following considerations.
Namely:

1.3.4 Traffic Volume Considerations


From the traffic Volume considerations, the total traffic volume is almost double the volume measured east and west of Mbarara indicating a considerable
amount of city centre traffic amounting to around 5,000 vehicles including motorcycles per day of which motorcycles account for 54 % of the total traffic and
is also assumed that, around half of the traffic will according to the Origin destination survey will drive through Mbarara on the Northern Corridor either towards Kampala or Kabale.
The traffic in the Mbarara town centre is characterized by almost same traffic
level and pattern in both directions. Main Findings from the Traffic Analysis.
The traffic volume in and around Mbarara from the Consultant (COWI) two
counts in September 2008 west of Mbarara amounting to 5,154 vehicles in-

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

cluding motorcycles and in January 2009 in Mbarara town centre counting


9,912. The results of the O/D survey indicate that the majority of the traffic (total 73 %) would prefer to use the By-Pass around Mbarara instead of using the
existing road through Mbarara.

1.3.5 Economic Growth Assumptions


The Mbarara By-Pass project is regarded as an integrated part and improvement
of the Northern Corridor and therefore, overall economic growth assumptions
were adopted and applied in the Feasibility Study on the Northern Corridor
(Mbarara-Ntungamo-Kabale-Katuna). The elasticities of different vehicle categories for the project road indicate that, passenger and small freight transport expect to grow by 20 % more than the estimated GDP growth between 2009 and
2013, falling to 15 % higher growth between 2014 and 2020, and further by 10 %
more from 2021. Medium and heavy trucks and trailers are expected to grow
along the growth of GDP. With such growth trends, it becomes imperative to
have heavy and long distance traffic diverted a way from the town of Mbarara
(Plates 1-2).

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Plate 1-2: Traffic Characteristics through Mbarara Town Centre. Note the long and heavy trucks,
buses and commuter taxis loading and offloading passengers by the roadside. Also on the top plates,
buildings are close to road edges thus increasing risks of accidents (Photo: N. Omagor, 2009).

1.3.6 Potential Shift a Way from Non-Vehicular Traffic


Evidence has shown that, the demand for the Non-Vehicular Traffic (NVT) as
the primary means of transport will decline over time in line with economic
development and that, demand will be shifted towards vehicular categories. It is
therefore assumed that a growth rate of non-vehicular traffic (bicycles and motorcycles) is expected to decline over time over the period of the project analysis. The Consultant has therefore assumed zero growth in bicycles over time
and that MT traffic will have a positive growth consequently with a proportionally higher share of traffic over time most of which will traverse the centre of
the town.

1.3.7 Economic Considerations


The economic viability of the Mbarara By-Pass shall been seen part of the implementation of projects on the Northern Corridor. Without the implementation
of these project then the traffic situation in the future might not be fully justified. The overall economic assessment of the By-Pass Project is based on that
the Northern Corridor and that other potential road projects are being implemented.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

The results of the economic analysis expressed in terms of Economic Internal


Rate of Return (EIRR) indicated that, the 20 years design life yielding a rate of
return of 31.5 % for the base (medium) traffic growth scenario.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Alternative Alignments

A number of Alternative Alignments both north and south of the town centre
were initially analyzed and presented to both the Mbarara Municipality and to
UNRA. Initially several alignments were considered located both north and
south of Mbarara town as follows. It is important to note that, the analysis of
alternatives was based largely on engineering considerations as ecologically the
project area is uniform. The Options were also based on satellite imageries.

2.1

Northern Alternative Option/Routing

In Figure 2-1, the black line represents the existing road through Mbarara town
centre while the dark blue line is the Rwizi River which has to be crossed by all
the alignment options.

Figu
re 2.1:

The Main Alignment Options Considered Northern Long


(Blue) Option

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

The Option is approx. 26.3 km compared to 13.7 km following the existing


road through the town of Mbarara and takes off from the existing highway
near Nyamutyobora some 9 km east of the town centre, and rejoin the
Mbarara Ntungamo highway at Rugando some 18 km west of town. The
alignment passes north of the town through Rwebishuri, Rwentobo and
Kashambya. The first 8 km is fairly hilly and steep gradients will be unavoidable. The alignment passes some potential swampy areas west of
Rwentobo and just south of the airport. It further crosses the Ruizi River
near Rugando with a catchment area of 1,786 sq km, where a major bridge
will have to be constructed, should this alignment option be chosen. The
river at this point is coupled with wide swampy areas on either side which
complicates the crossing and indicates that foundation for a bridge may
have to be a piled foundation. The construction costs for this alignment
would be higher due to its longer length (26.3km) compared to the
13.7km giving overall costs which would be much higher and not economical in the long run.

2.2

The Southern Option

This Option is approx. 15.9 km compared to 13.7 km following the existing road through the town of Mbarara. The alignment option take off from
the existing highway near Nyamityobora some 8 km east of the town centre, and rejoin the Mbarara Ntungamo highway at Ntakoni some 8 km west
of town. The alignment passes south of the town through Rwentondo, Kakoba and Katete. The middle section past Kakoba is rolling terrain where
steep gradients may have to be accepted. The alignment crosses the Ruizi
River between Kakoba and Katete with a catchment area of 2,105 sq km,
where a major bridge will have to be constructed, should this alignment
option be chosen. The river at this point is well defined but the river valley
at this point is steep but the bridge will have to cross the river at an angle
to avoid sharp curves on either side of the bridge.
The alignment also crosses a major stream with catchment area of 40 sq
km which will require a large box culvert or a small bridge. Between
Katete and where the by-pass rejoins the existing road the alignment passes
some well developed areas with a significant number of houses as illustrated in Figure 2.2 below.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Figure 2.2:

2.3

10

The purple option, passes developed areas near Katete

Southern Long Option

This option is approx. 26 km compared to 23 km following the existing


road through the town of Mbarara. The alignment option take off from the
existing highway near Katenanga some 14 km east of the town centre, and
rejoin the Mbarara Ntungamo highway at Ntakoni some 8 km west of
town. The alignment passes south of the town and south east of the Kaburangire and Rwanaaju mountain range.
The terrain is rolling to hilly where steep gradients may have to be accepted. The alignment crosses the Ruizi River near Rubaye with a catchment area of 2,111 sq km, where a major bridge will have to be constructed, should this alignment option be chosen. The river at this point is
not well defined. The alignment also crosses the same major stream as the
purple option with catchment area of 40 sq km which will require a large
box culvert or a small bridge. Between Kabaara and Kitebero the alignment passes some well developed areas with a significant number of
houses which would mean a lot of compensation costs as well as resettlement aspects. In addition, the length of the alignment (26km) would
escalate construction costs compared to the 13 km stretch directly
through Mbarara town.

Figure 2.3:

2.4

Developed areas between Kabaara and Kitebero

Northern Short (Green) Option

The Alignment Option starts off from the existing highway near the Coca
Cola factory some 5 km east of the town centre (elevation 1,370 m.a.s.l.),
and rejoin the Mbarara Ntungamo highway at Nyakakoni west of town
(elevation 1,420 m.a.s.l.). The alignment passes immediately north of the
town through Nyamutobora, Kakiika and Ruharo. The total length of the

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

11

alignment is 12 km. The first 3 km is rolling terrain where steep gradients


can be avoided as shown in Figure 2.4 below.

Figure 2.4:

First three km of the green option is rolling

The alignment crosses the Ruizi River near Kyempene with a catchment
area of 2,026 sq km, where a bridge will have to be constructed. The river
at this point is well defined and firm ground has been recorded on either
side. In addition, the river valley at this point is shallow and wide and the
crossing will have to be done by a long low level bridge or embankments
with a concrete bridge in the centre. This alignment option is shorter and
preliminarily, there are fewer houses to be compensated as most of the
area is largely farms which makes it fairly a cheaper Option to be constructed.

2.5

Zero Option

This options means that the project of constructing the Mbarara By Pass is
to be abandoned and the road users to continue using the town centre road
(/high street). Under this Option, the Government of Uganda will have
saved on the funds for the road construction but the issues of traffic congestion, noise, accidents and lost time by trucks through Mbarara town
centre would remain unattended. The usual delays of traffic through the
town centre of Mbrarara would continue. This is not a suitable option.

2.6

Conclusion and Recommendation on the Best


Alternative/Option

The Consultant therefore recommended the short alignment Option north


of the town centre as the final alignment for the detailed design. The outcome of both considerations was that, the shorter northern alignment was
offering the most favourable option as it compared with the other alternatives and has the following advantages:

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

12

The short (green) alignment option north of the town centre has the following advantages compared to the other three options:

The construction cost is the least of the four options;

It is the shortest route by comparison;

It is the route which requires the least land take;

It is the route where the least number of buildings will have to be demolished (properly none);

It also serves the traffic travelling to and from Kasese;

The only major drainage structure is the bridge across the Ruizi River;
and

It is the route where the gentlest vertical alignment can be designed.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Project Area Description

3.1

Biophysical Conditions

13

3.1.1 Project Area Settings


Mbarara District is in the south Western Uganda. It lies within latitude 10o
30`S and 0o S`N and longitude 30o 20E and 31o 20`E. On average the district lies 1800 meters above sea level. The total geographical area is 7.346
km2 sub divided as follows, land area 72 17 km2, wetland 1295 km2, forested area 187 km2, and open water area 74 km2. The District is composed
of a mixture of fairly rolling and sharp hills and mountains, fairly deep and
shallow valleys and fairly flat land especially in the North-Eastern part of
the district. According to 2002 population and Housing Census, Mbarara
District has the second largest population of 1,088,356 with a population
density 112km2 (Tables 3.1 and Table 3.2).
Table 3.1:
County

Counties Sub-counties and cells where Mbarara By-Pass transverses

Sub-county/Division

Parish/Ward

Cells

Kamukuzi

Ruharo

Nkokenjeru
Mbaguta

Kashari

Rwampara

Kakiika

Nyakayojo

Kakiika

Kacence East, Kacence West,


Makenke, and Butagatsi

Nyarubanga

Kafunjo, Nyarubanga and


Stock farm

Rukindo

Kagando A, Kagando B,
Bwenkoma A, and Nyakakoni

According to the 2002 population census, Mbarara district has a total number of 76,108 households, and 361,477 persons, out of which 184,518 were
female (Table 3.2). With an average household size of 4.7 persons per
household, the district population density stands at 213.8 persons per
square meter whereas the average population growth rate of 2.8 percent
which was lower than the national growth rate of 3.2 percent. The population of Mbarara is composed of different tribal groups including among
others; Banyankole, Bakiga, Baganda, Bafumbira, Bahororo, Batagwenda,
Batoro. It also includes people from different nations like Rwanda, Tanzania, Congo, Burundi, and Kenya among others.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Table 3.2
Municipality
Division

14

Population levels and trends by sex of Mbarara Municipality

1991

1991

1991

Male
Female
Total
Kakoba
10,531
8,765
19,296
Kamukuzi
6,960
6,539
13,449
Nyamitanga
4002
4,234
8,236
21, 493
19.538
41,031
Total Municipality
Source: Housing and Population Census, 2002

2002

2002

2002

Male
19,903
11,677
5,634
34,214

Female
17,368
11.793
5,988
35,149

Total
34,271
23,470
11,622
69,363

3.1.2 Geology
The geological outline of the area traversed by the planned by pass consists
of various geological groups of Precambrian formations constituted by the
dominant Karagwe-Ankolean type along the project road which is characterized by being partly granitised and metamorphosed formations consisting of argillites and granites. An argillite is a fine-grained sedimentary
rock composed predominantly of indurate clay particles whereas an granite
is a sedimentary clastic rock with grain size less than 2 mm.
Buganda-Toro system is characterized by being partly granitised and
metamorphosed formations consisting of argillites and locally quartzites
and amphibolites. Quartzites and amphibolites are metamorphic rocks, i.e.
created by extreme temperature and pressure. The District is composed of
a mixture of fairly rolling and sharp hills and mountains, fairly deep and
shallow valleys and fairly flat land especially in the North-Eastern part of
the district.

3.1.3 Climate
Mbarara district received average rainfall of 1200 mm with two rainy seasons February to May and September to December. It has 2 dry seasons,
temperature range from 170C to 300C with relative humidity ranges from
80-90% in the morning and 48-60% in the evening throughout the year.
The climatic conditions for the period 2005-2008 have been documented
by Mbarara Meteorological (Table 3.3-3.5). Mbarara is generally a warm
area with temperature ranging between 140C and 300C.
It experiences south easterly winds with moderate mean becoming slightly
higher during the dry seasons. In terms of visibility, the area is generally
with a good visibility which reduces to haziness during the dry season and
foggy in the rainy season. The rainfall in the area is of two seasons in
which, March-May and September-November are generally wet. The
other months are not very dry with occasional rains.

15

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Table 3.3:

Mbarara Monthly Total Rainfall (mm) 2005-2006

Year Jan

Feb.

Mar. Apr. May Jun.

Jul.

Aug.

Sep.

Oct.

Nov.

Dec.

2005

52.8

11.2

76.4

78.8

99.0

43.1

5.4

105.5

119.6

80.1

103.4

9.9

2006

34.5

54.3

80.8

77.7

97.6

9.8

19.1

64.2

45.7

53.9

132.6

50.0

2007

45.8

39.7

93.2

82.3

59.4

96.3

71.2

46.9

140.9

102.5

206.2

63.4

(Source: Mbarara Meteorological Station Records, 2008)

Table 3.4:
Year

2005

2006

2007

Monthly Mean Maximum and Minimum Temperature (0C)

Max/Min

Jan

Feb

Mar.

Apr.

May

June

July

Aug.

Sep.

Oct.

Nov.

Dec

Max.

29.2

30.8

28.4

28.2

26.8

27.6

28.2

27.7

27.6

27.1

26.8

29.1

Min.

15.9

16.0

15.7

15.4

15.2

15.6

15.5

15.4

15.7

15.6

15.5

15.9

Max

27.8

29.6

27.0

26.5

26.9

28.1

28.3

28.0

27.6

27.0

25.2

25.5

Min.

16.1

16.7

16.0

16.0

16.2

13.8

15.8

15.6

15.7

16.2

16.4

16.6

Max.

27.6

28.3

28.2

27.6

27.1

26.5

27.1

27.1

26.7

26.2

25.7

26.9

Min.

16.2

16.3

16.0

16.7

16.5

16.2

15.4

15.6

15.5

15.1

15.1

15.0

(Source: Mbarara Meteorological Station Records, 2008)

Table 3.5:

Humidity Summary for 2005-2007 for Mbarara District

Jan.

Feb.

Mar
.

Apr. May Jun.

Jul.

Aug.

Sept.

Oct.

Nov.

Dec.

Morn.
2005

85

75

85

85

88

83

78

83

85

87

90

81

After.

50

39

58

54

61

49

39

51

55

66

62

46

Morn.
2006

85

82

89

90

87

73

73

78

76

81

90

90

After.

51

49

57

62

62

45

39

44

57

59

66

65

Morn.
2007

88

83

87

86

82

86

83

84

85

85

88

85

After.

50

52

49

55

55

53

48

50

59

65

68

53

16

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

(Source: Mbarara Meteorological Station Records)

3.1.4 Water Quality


Water quality measurements in the wetland areas of Rwizi, Ruti and at
Coca Cola points were taken to establish baseline conditions (Table 3.6).
In-situ water quality parameters were measured at each flowing stream using SensionTM 156 a portable water testing kit. The findings indicate that,
the pH of the water is near neutral, it has low dissolved oxygen and fairly
high conductivity in all the streams which is indicative of pollution levels
in the wetlands hence, the presence of contaminants. For purposes of establishing baseline water quality parameters for future monitoring purposes,
samples were collected from 03 locations along the planned road stretch
and the findings are presented in Table 3.6. From the preliminary tests, the
waters of River Rwizi indicates pollution levels.
Table 3.6:

Parameters

Water Quality Parameters from 03 Water Points along the Alignment

Rivers/Wetlands

Parameters
Rwizi River
Ruti
pH
5.6
5.7
92
169
Electrical Conductivity
(mS/cm)
300.0
200.0
Total Dissolved Solids
(mg/L)
32
39
Total Suspended Solids
(mg/L)
Dissolved Oxygen (mg/L)
6.00
5.20
Bio-Chemical Oxygen
1.0
1.0
(mg/L)
Total Coliforms (cfu/100ml)
480,000
18000
(Source: ESIA Field Investigation Findings, 2009)

Coca Cola
7.0
60
400.0
3
3.90
2.0
2300

It is important to note that, the levels of the Total Dissolved Solids


(TSS) as well as that of the Total Suspended Solids (TSS) will be affected once the road works are undertaken at the upstream of the Ruharo Regional Water Works on the R. Rwizi. These will have cost implications on the operations and water treatment costs on the Water
Works.
During the consultations, the Management of the Water Works indicated that, they need to be provided with the detail scope of the planned
bridge works, the duration of works, planned water management measures during the works amongst others considerations to enable them
establish the cost implications of mitigating water works operations during bridge works (Mr. Mwebaza Naboth +2562854836). Such costs will
then be discussed with the Developer (UNRA).

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

3.2

17

Vegetation Characteristics

Overall, the physical settings through which the planned Mbarara By-Pass
traverses is documented from both literature and field surveys. Based on
these, key characteristics of the project areas are summarized in Figure 3.1.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Figure 3.1:

18

Illustrated Summaries of the Sections Through the


Planned Project Areas

Section of the Road

Remarks

Rwemitongore Forest Reserve (0+650 km) Coca Cola Area


Only Forest Block III of Rwemitongore
forest reserve has a fairly good stocked crop
of E. grandis in the various classes of I, II,
III and IV, with the majority (about 25 Ha),
being class III poles. However, a total of
43ha have fairly good stocked trees and
could fetch a value of Shs 1,600,000 per
hectare.
A section of Rwemitongore Forest Reserve
which is fairly degraded through harvesting
and grazing of cattle. these activities have
kept the vegetation low especially the
shrubs and grass communities thus, compromising its biodiversity richness. The
section through which the road is planned
degraded, there foot paths and cutting poles
for domestic construction needs.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

19

The Kyomugorani Church Areas


The planned Road Section passes through
areas which are fenced private lands. The
area has no original vegetation in place. it is
largely over-grazed except for few shrubs
of Acacia spp which are dotted in the areas.
The grass communities are short due to
continuous livestock grazing.
From the field in investigations and literature surveys, th fauna and flora of this section is not rare or of any class of conservation categorization.
The area is cultivated especially close to
Kyomugorani church and with footpaths
throughout the areas.

Prisons and Private Grazing lands Sections

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

20

The planned by pass goes past prisons


farms mid way between trees woodlots and
a wetland stretch. Its bounds are defined on
the LHS by the 132 kv power transmission
line. The areas are grazed leaving live fence
stretches of Euporbia tiraculii and sections
of Erthyrina abysinnica. No natural forests
exist in the areas and the ROW for the road
avoids stand of Euclayptus trees.

The farmlands near the prisons lands are


used for grazing of cattle. There are large
herds of cattle which have kept the grass
and browsing communities at knee height.
There are no continuous trees stands except
for islands of eucalyptus trees for woodfuel. No elaborate natural trees are encountered on the section (see opposite plates).

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

40

4.2.6 Ecological Valuation


Furthermore, the aggregate value of the section of the forest reserve was estimated by summing up the individual values associated with current and future
standing stock, carbon sequestration potential, land take as well as, timber,
poles and wood fuel. Details of these are summarized as follows:
The road corridor will affect about four value aspects of the forest reserve.
These include the value of standing stock, carbon sequestration potential, land
take and habitat value of the forest. The impact area of 1.8 hectare is variously
stocked with eucalyptus trees. To estimate the amount of standing stock in the
proposed corridor, the impact area was divided into six (6) equal plots measuring 30m x 100 m each. A detail of the Ecological Valuation process is summarized below:

4.2.7

Value of Standing Stock

Total enumeration of the trees in each plot was then undertaken to obtain the
following counts (Table 4.1).
Table 4.1:
Plot No

01
02
03
04
05
06

Total Tree Counts and Saleable Output


Total count Average Volume Total Volume
(m3)
(m3)/No. of trees
to be cut
22
1.16
25.57
46
NA
46.00
29
NA
29.00
40
NA
40.00
29
NA
29.00
-NA
-(Source: ESIA Field Investigation Report)

The next step involved calculation of the value of standing stock for each of the
six plots above. The value of standing stock was estimated by applying the appropriate price by volume for timber or pole class for poles for the total standing stock for the respective plots. Table 4.2 indicates the value of standing
stock by plot for the impact area.
Table 4.2.
Plot No
01
02
03
04
05
06
TOTAL

Output and Estimated Value of Standing Stock March 2009


Output
Price of Output Value of Stand(m3/poles)
(Ushs)
ing Crop
25.57 m3
46,000
1,176,220
46.00 poles
7,000
322,000
29.00 poles
7,000
203,000
40.00 poles
7,000
280,000
29.00 poles
7,000
203,000
00.00 -7,000
0
2,184,220

(Source: ESIA Field Investigation results)

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

41

4.2.8 Discounted Value of Current and Future Standing Stock


Eucalyptus trees coppice once cut and another crop can be harvested in two to
three years. The value of eucalyptus trees therefore needs to take into account
this future revenue. This assessment made a number of assumptions, first that
prices for poles and the class of poles sold each time does not change, and second that due to non-coppicing of some of the stumps, the output from the various plots in the impact area will remain constant. A coppicing cycle of two
years for two coppice crops was utilized in the calculation to generate a discounted value of Ushs 3,849,079 for the five cropped plots and the respective
coppices.

4.2.9 Value of Carbon Sequestration Potential


The carbon sequestration value of plantation forest depends on the species,
growth rates and patterns and rotation cycle. On average Eucalyptus trees sequester up to 22 kgs of carbon per year, implying that for a site of average soil
quality, the average carbon sequestration potential of eucalyptus forest stands
will be about 93.5tC/hectare. The carbon sequestration potential of the proposed impact forest area (1.8ha) is therefore 168.3tC valued at Ushs
6,071,422.50. This potential value will be lost if the impact section of the forest
reserve is clear-felled for the road development project.

4.2.10 Value of Biodiversity


Rwemitongore Central Forest Reserve is a plantation forest. Ordinarily, this
would lower its biodiversity value. The forest area is however, very marshy and
has critical wetland biodiversity. No previous studies have tried to put a value
on the biodiversity of such ecosystems in Uganda. This study therefore, consulted and used secondary data from a number of previous studies namely
Ruitenbeek (1989) on the Social Cost Benefit Analysis of the Korup Project,
Cameroon Ministry of Planning and Regional Development, Cameroon; Pearce
and Moran (1994) on the Economic Value of Biodiversity, Earthscan Publications Ltd, London; Howard, Peter (1995) on the Economic Value of Ugandas
Protected Areas and Peasah (1994) on Resource and Environmental Accounting
Framework for Ghanas Forestry Sector, Unpublished MSc. Dissertation, University of Edinburgh, Scotland.
Pearce and Moran (1994) for example calculated the value of land for biodiversity conservation (particularly for the medicinal value of biodiversity) to be
USD 21 per hectare per annum for the upper limit. For a discount rate of 12
percent over a long time horizon (eg. 25 years), this figure translated to a biodiversity related present value of land of USD 420 per hectare. This translates
into biodiversity option values of USD 756 or Ushs 1,474,200 for the impact
area.

4.2.11 The Value of Land Take


The value of land has two aspects. First, the National Forestry Authority (NFA)
earns ground rentals from private tree planters. The ground rate is Ushs 22,300

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

42

per hectare per annum or a discounted value of Ushs 141,120 per hectare over
the medium to long term (about ten years). The other aspect is the value of land
take in a complete land sale. The value of the 1.8 ha land take for the two aspects will therefore be Ushs 133,634,016 comprising of a discounted land
rental of 254,016 and cost of land of Ushs. 74,100,000 per hectare market rate.

4.2.12 Value of Unique Environmental Services (including Wind


Break, Flood Control and Amenity values)
Forests offer a number of environmental services including wind break, flood
control, aesthetic and amenity values and habitat provision. The quality and
quantity of environmental services generated relates to the ecological integrity
of the forest. This assessment found no evidence to suggest that the construction of the 1.8 ha right of way will significantly change the current ecological
condition and functions of the forest reserve with respect to wind break and
flood control. The eco-tourism and amenity potential of the reserve has also
not been harnessed at all. The study did not therefore, consider the above value
aspects of the reserve in the calculation of the ecological cost implications of
the road project.

4.2.13 Incremental Management Costs


The National Forestry Authority will have to commit specific staff time to
oversee and monitor the construction of the by-pass and implementation of the
mitigation measures proposed in the project Environmental and Social Impact
Assessment (ESIA). The mitigation measures will also need to be integrated
into a new management plan for the forest reserve (estimated consultancy cost
of Ushs. 20,000,000). There will however, be no additional cost due to the specific assignment of staff time since the reserve is small and close to the sector
head office. The will however be an additional management cost, in respect of
the need to develop a new management plan for the forest reserve. The estimated cost of implementing this activity is Ushs 20,000,000.

4.2.14 Total Economic Implications of the Proposed by-pass on


the CFR
The aggregate cost implications of routing the by-pass through the forest reserve was estimated by summing up all the individual forest values that will be
affected by the road construction activity. The total cost is Ushs 165,028,717
broken down as in Table 4.3 below.

43

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Table 4.3:
CFR

Total Economic Implications of the Proposed By Pass on the

Value Aspect (discounted)


Standing stock

Method of calculation
Physical enumeration
market analysis
Carbon sequestration poten- Market analysis
tial
Biodiversity option value
Benefits transfer
Land take
Market analysis
Incremental management
Market analysis
costs
Total Cost Implication for
the loss of 1.8ha of the CFR

and

Value (Ushs)
3,849,079
6,071,422
1,474,200
133,634,016
20,000,000
165,028,717

Source: ESIA Field Data, 2010)


4.2.15 Physical-cultural resources
During consultative meetings with communities and key informants, matrix
table was used to assess the significance of existing cultural sites. According to
the findings and community response, the planned and, preferred alignment for
the By-Pass Road does not cross any physical-cultural resources. The Consultant was informed that the Ankole Cultural sites (Tombs of early kings), Water fall on
river Rwuizi and Historical church at Kamukuzi will not affected by the project. However
the following physical resources which were deemed to be important because
of their religious and scientific significance were identified, but will not be
negatively impacted.

Kyamugorani (Church) in Kacence Parish is a religious site the Church


building will not be affected but 3.78 acres of the church land will be acquired with financial compensation

Stock Farm is a site with scientific significance: The physical building


will not be affected besides its fence, 2 feeding water troughs and 23.3
acres of land of which will be compensated

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Public Consultations

5.1

Overview of the Public Consultation Process

44

The public consultation process presented an opportunity for the stakeholders


to raise their concerns and comments on the potential social impacts and merits
of the Mbarara By-Pass. Their input was captured and informed the impact assessment process as well as a formulation of pertinent mitigation and enhancement measures to address them. According to the government regulations,
stakeholders involvement is instrumental in enhancing good governance,
community participation, inclusion and owner-ship. Initial consultation was
undertaken during site reconnaissance, at which time the SGIA project team
met with the leadership and technical staff of the Municipality, district and the
two sub-counties. An introduction letter high-lighting project objectives and
planned activities were distributed to all potential stakeholders. During this
scoping phase, the sites and venues for subsequent field activities and stakeholders meetings were tentatively selected.
5.1.1

Highlights of the proceedings of Stakeholders and


Community Consultative Meetings
Public consultation process enabled the communities and especially those who
will be directly affected to understand and appreciate the project objectives and
the nature and scope of project activities. Both community/stakeholders meetings and household interviews generated vital information with respect to:

Socio-economic conditions in the project areas and identify potentially


receptors and issues of concern associated with proposed By-Pass;
Pertinent issues and concerns which required more explicit explanation
with respect the publics perceptions knowledge, attitude and understanding of the projects benefits and negative impact;
The vulnerable/disadvantaged groups (e.g., children, women, people with
disabilities, and the elderly) who may be affected by the proposed road
project and seek their views with respect to appropriate mitigation measures/social safety nets;
Identification of the physical Cultural properties and sites
Potential negative and positive health, environmental, and socio-economic
impacts of the project (and reasonable alter-natives) that may influence decision-making, including possible direct, indirect and cumulative impacts;

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45

Possible mitigation measures aim to minimise or eliminate adverse negative impacts, enhance beneficial impacts, and protect the rights of affected
groups;
Compensation and resettlement issues with respect to likely impact on
their property- land, grazing space, crops and buildings sites within the
road alignment in case the project would require more land for the road;
Potential alternatives within the proposed project; especially with respect
to decisions regarding access, location of protective barriers and signs
around schools, markets and populated areas, bus stops, bypasses, rest areas, etc. will benefit from inputs from the local population;
Likely impacts of STDs and HIV/AIDS on the community along project
road and propose mitigation measures; and
Opportunities for promoting positive socio-economic development along
the road corridor.

5.1.2 Community Meetings and Household Interviews


Household interviews were conducted with randomly households in three cells
from each of the two sub-counties. Community and stakeholders meetings were
held in 6 parishes and targeted Local Council Executives, Government institutions, school administrators, religious leaders, the private sector and. community based organisations. Some of these agencies are likely to be affected while
others have considerable experience in development interventions and are well
placed to carry out the mitigation and monitoring of resettlement programmes.
Specific focus groups were held with the vulnerable people who include;
Women and youth councillors and People with disabilities and the elderly. Besides, the household interviews, a total of eighty eight (88) community meetings were held with various stakeholders in 2 sub-counties which together targeted approximately 2,095 individuals of different interest groups as shown in
Table 5.1. Local council leaders were very valuable in mobilising communities
and stakeholders for various meetings. Their participation and inputs will continue to be instrumental during implementation of mitigation and monitoring of
resettlement activities. The LC are expected to play a key role in registration
process and in the mobilisation of PAPs to attend meetings co-coordinating and
mobilizing PAP during g compensation payments and in the implementing the
RAP. It is through such meetings that resettlement options will be identified
and effected.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Table 5.1

A summary of Stakeholder Consultation Meetings and


Population reached by various categories

Category
Community Meetings
Special vulnerable groups
Local government Leaders and technical staff
Households interviews
NGOs and religious institutions
School administrators
Government institutions
Manufacturers
Total stakeholders Meetings
Total population reached
Total Male
Total Female
Counties
Sub-counties
Parishes/Divisions
Cells/wards
(Source: ESIA Field data, 2009)

5.2

46

Total
19
3
6
265
2
3
3
1
20
863
399
474
2
2
6
14

Emerging Issues arising from Public


Consultations

Generally the By-pass was an acceptable at all levels with communities and
various stakeholders expressing their expectations and optimisms associated
with socio-economic benefits the By-pass. In the same vein, stakeholders also
expressed their concerns and fears regarding the adverse social impact of the
project. With respect to negative social impacts, according to Figure 5.1,
household ranked the following in order of severity: displacement of people,
reducing income, spread of diseases, kidnapping children, violence and robbery
increase, traffic accidents and destruction of environment were major concerns.
Figure 5.1:

Potential negative social impacts


Negative impacts

50.0%
45.0%
40.0%

Percentages

35.0%
30.0%
25.0%
20.0%
15.0%
10.0%
5.0%
0.0%
Spread of
diseases

Displacemet of Destruction of
people
nat. resources

(ESIA Field Data, 2009)

Others

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47

The most out-standing expectation (positive impact )according to households


are related to direct and indirect employment, improving quality of life, enhancing social capital and improved access to social services (Figure 5.2). Appreciation of land value was also frequently mentioned.
Figure 5.2:

Potential positive impact of the By-Pass


Positive impact of the Bypass road

45.0%
40.0%
35.0%

Percentages

30.0%
25.0%
20.0%
15.0%
10.0%
5.0%
0.0%
Employment

Access to
soc. Services

Increase in
Agric.
Productivity

Improve
transport
services

Othres

(Source: ESIA Field Data, 2009)

5.2.1 Specific concerns for various categories of stakeholders


While some of the negative impact will affect the entire communities, some are
more specific to various stakeholders depending on location, gender, occupation, and income and ownership status of the property/land to be affected.
These concerns are highlighted in Table 5.2.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Table 5.2:

48

Concerns and fears raised by various stakeholder


s that were consulted
Stakeholders Concern

Coco-cola plant located at


Makenke

Mbarara Municipality

Uganda Prisons Services


Kakiika Prisons

Stock farm (write the proper


name)

Women and youth councillors- Special interest group

Destroy the Forest Plantation-reserves at Makenke which is protecting the water sources (stream) which is vital as a source of
water supply.
Floods resulting from the blocking drainage system endangering
residents and livestock drowning and breading mosquitoes
Sidelining the local government by the contractors.
Speculation on land values which are likely to cause land disputes.

Reduction land for food production for staff and prisoners (vegetables to supplement their diet)

It will exposed prisoners to the public and therefore compromise


security since it will be easier for prisoners to escape using the
fasted means of transport

Disrupt the utilities (water & electricity) that serve the prisoners

Noise and dust pollution

Destroy water pipes which supply water for purposed of various


scientific experiments.

Destroy the farm fences and thereby expose the farm to encroachment

Reduction in Grazing land for experimental animals

Destroying the fish pond for experimental animals

Loss of Forestry (tree plantations) which is a vital source of fuel


wood, timber for the farm as well as serving the purpose of conservation. .
yet they are pedestrians and major victim of accidents as they cross to
collect water and fuel wood and access social services

Kyamugorani (Church) in
Kacence Parish near

Vehicular Fumes and dust will increase pollution and affect quality of beverages
The proximity of the roundabout might compromise security
Noise pollution (before and After construction)
Distraction of drainage will increasing floods around the area
Disrupt water pipes and electricity lines and thereby interrupted
production leading to low production and profits
Construction of a roundabout near the plant gate is likely to congest the traffic flow that go in and out of the plant

Adultery and Prostitution leading to marriage breakdown


Alcohol abuse which will worsen domestic abuse including defilement and rape
Food and fuel wood insecurity caused by taking away land and
forestry resources
Increasing traffic accidents by speeding vehicles which will affect Children most a
School drops and absente resulting from parent fear of child murder, violence and disruption and blocking access to schools
Involuntary migration and distress sale prompted by failure to
cope with the strict municipality regulation but also due to speculation with respect to increase in the lad prices
Land landless and poverty due to distress sales
As land prices appreciates, the poor will sell land and some my
not use it wisely becoming more vulnerable
Women may not be able to get employed due to refusal by husbands, busy with domestic chores and limited awareness of the
existing opportunities
Destroy of government and private forestry will worsen the fuel
wood scarcity
The proposed alignment is near the church and will therefore will
invade its privacy and interrupt its development activities, noise
and dust pollution

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Kyomugarani PS and St
Elizabeth Academy

49

Cause accidents as Christians come to play


And interrupt water pipes serving the church
The noise will l invade privacy of the church
The road will be very near the children play ground and therefore
increase accidents and my destroy water pipes.
Kidnapping and accidents will negatively affect schools enrolment may decrease as
Interrupt the electricity line,
Noise and air pollution
Will affect and destroy the dormitory and staff houses

Small-scale farmers with


limited land- these are Banana farmers in Nyakayojo
sub-county

Deepen and worsen inequalities as the rich will sell their land and
the poor sell the only assets that they possess and my not be able
to invest this money profitably. Some of this land especially the
current idle and grazing land has been rented out and used by the
landless

Big landlords-these are


mainly located in Kakiika
sub-county

Failure to compensate and delays to pay/underpayment


Complicated procedure of payment
Destroy property during survey
Land grabbing
Land lords may refuse to sell land delaying the process and dragging project to court

Increase in food and fuelwood insecurity as the land where


the road will cross is their major source of water, fuel
wood and land for the production of

Land tenants (Lubiri cell


apposite the proposed
Round about near the cococola plant)

5.3

Public Disclosure and Public Hearing

Once the ESIA study is concluded, the developer (UNRA) submits ten (10)
copies of the ESIS to NEMA for review and approval. Once submitted to
NEMA, ESIA becomes a public document and may be inspected at any reasonable time by any person. Within two (2) weeks from date of receipt of the
ESIA, NEMA is mandated, if it finds it necessary; to publicize receipt of the
ESIA, identify the concerned region and stakeholders, the places for inspection
of the ESIA, and makes copies or summaries of the statement available for public inspection.
NEMA also sends copies of the ESIA within 14 days from the date on which
the ESIA was received to other relevant agencies and experts for comments.
Public comments and/or objections are submitted to NEMA within 3 weeks. It
is therefore, policy of government to have the Statement disclosed by NEMA
during the review process but the level of disclosure is at the discretion of
NEMA, the Authority mandated by law to coordinate, monitor and supervise all
activities in the field of the environment. For road projects, in its mandate,
NEMA sends the ESISs to Lead Agencies and the general public at the places
where the Statements can be consulted and through the District Environment
Offices invites the affected persons by the project to make comments which are
transmitted to NEMA for a final decision regarding the environmental aspect to
be made by the Executive Director.

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5.4

50

Public Hearings

A public hearing is only conducted if NEMA is of the opinion that the public
hearing:

will enable the Executive Director make a fair and just decision if the
comments received during the public disclosure from the Lead Agencies,
the general public and persons affected by the project are not sufficient to
reach such a decision; and

is necessary for the protection of the environment and protection of good


governance.

Public Hearings are therefore, at the discretion of the Executive Director of


NEMA, based on the outcomes of the Public Disclosure during the ESIS review
process. For the Public Hearing to be conducted the Executive Director of
NEMA makes a written request to the Lead Agency to hold the Public Hearing.
Public Hearings are conducted in line with the relevant national laws and established guidelines. It should be noted that the environmental aspects of upgrading of road projects to bitumen standard have so far not warranted the conduct
of Public Hearings for these projects in Uganda.

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51

Policy, Legal and Institutional Framework

The purpose of this section is to set out the legislative, regulatory, and policy
context in which the transmission line being proposed and with which the project must comply. It chapter discusses policy, legal and institutional framework
within which the ESIA was conducted. National regulations are discussed along
with relevant international agreements and conventions to which, Uganda is a
party. Key legislations governing the conduct of ESIA in Uganda are the National Environmental Act (Cap 153) and the Environmental Impact Assessment
Regulations (1998). The National Environmental Act established the National
Environment Management Authority (NEMA), and entrusts it with responsibility to ensure compliance with the ESIA process in planning and execution of
infrastructural projects. Relevant policies have also been analysed as summarized herewith.

6.1

Policy Framework

6.1.1 The National Transport Master Plan


The National Transport Master Plan set out a framework for development of
the transport sector over the next 15 years, 2008-23, in three (3) five year
phases. Since transport is the circulation system of any economy, the Plan constitutes an essential element of the overall planning process in Uganda. The National Transport Plan includes a set of commonly purposed activities, intended
to achieve specific objectives. Both the Uganda National Transport Master Plan
(UNTMP) and the Greater Kampala Metropolitan Area (GKMA) Transport
Master plan have been developed within a long-term vision of development,
with the expectation that they will serve as long-term reference frameworks
within the a continually changing transport landscape. The existence of long
term plans for different economic sectors will help the overall planning effort to
be well coordinated, and will help avoid development blockages that might impinge on the advancement of other sectors. In all, the Plan serves not only the
Ugandan economy and its people, but extends to grasp the regional picture.

6.1.2 The National Environment Management Policy, 1994


The overall goal of the National Environment Management Policy is the promotion of sustainable economic and social development mindful of the needs of
future generations and ESIA is one of the vital tools it considers necessary to

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52

ensure environmental quality and resource productivity on long-term basis. The


policy calls for integration of environmental concerns into development policies, plans and projects at national, district and local levels. Hence, the policy
requires that projects (like this bridge project) or policies likely to have significant adverse ecological or social impacts undertake an ESIA before their implementation. This is also reaffirmed in the National Environment Act (Cap
153) that makes ESIA a legal requirement for Third Schedule projects. Concepts under these instruments provide the premise under which this ESIA was
conducted.

6.1.3 The National Water Policy, 1999


The government of Uganda produced a National Water Policy in 1999, which
emphasises the need for participatory planning at the lowest possible level and
specifically mentions the requirement for districts to set priorities, by-laws and
annual development plans within policies and guidelines set by national level
ministries. It goes further and devolves rights to planning at county and subcounty levels. Water law enforcement is the joint responsibility of the Department of Water Resources and district administration, with the emphasis gradually shifting from the former to the latter. Data is collected by Government and
has to be disseminated to the public. The policy refers to the question of management by sub-catchment, (eight sub-catchments of the Nile are delineated in
the country) but considers that this is unnecessary at present. The question will
be reviewed in a water resources management project due to start in 2003. The
policy refers to the need for irrigation (estimating the irrigation potential at
400,000 ha.) and also considers the need to maintain adequate river levels for
navigation. It also discusses international waters.

6.1.4 Ugandas Vision 2025


In Vision 2025 Ugandans set themselves many goals to achieve by the year
2025. The goals range from political, economic, social, environmental, and cultural among others. Concerning the environmental goals, Ugandans aspire to
have a sustainable social-economic development that ensures environmental
quality and the resilience of the ecosystem. As far as the quality of life is concerned, road infrastructure is one of the key ingredients in the quality of life as
it facilitates movement of goods and that of the population to access services
and general industrialization process.

6.1.5 The National Gender Policy, 1997


The aim of the this Policy is to guide and direct at all levels, the planning, resource allocation and implementation of development programmes with a gender perspective. The National Gender Policy forms a legal framework and
mandate for every stakeholder to address the gender imbalances within their
respective sectors. Its overall goal is to mainstream gender concerns in the national development process in order to improve the social, legal/civic, political,
economic and cultural conditions of the people in Uganda in particular, the
Women.

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6.1.6 The National HIV/AIDS Policy, 2004


This Policy provides overall policy framework for national HIV/AIDS response, it also recognizes special groups which include migrant workers and
acknowledges the existence of Commercial Sex Workers (CSW), proposes to
amend laws with a view to address factors that promote commercial sex. It further recommends the need to identify strategies to address migrant workers in
view of the challenges posed by their mobility and vulnerability to HIV/AIDS.

6.1.7

Sectoral Policy Statements and Guidelines for


Mainstreaming Cross-Cutting Concerns
MoWT has prepared sub-sectoral specific Policy Statements and Guidelines for
mainstreaming the following thematic aspects into its development programmes. These are Policy Statements and Guidelines for mainstreaming:
HIV/AIDS interventions;

Gender,
Occupational Health and Safety (OSH), and
Issues of People with Disabilities (PWDs) and the Elderly.

These are all deliberate sectoral initiatives to ensure that, specific and special
peculiarities and needs with regard to responsively addressing these issues in its
programmes, plans and activities are responsively addressed.

6.1.8 ESIA Guidelines for Road Sub-Sector, 2008


The ESIA Guidelines for the road sector were finalized in 2008. They outline
sector specific ESIA needs on road project. It categorizes the various road projects and the levels of ESIA to be undertaken on such road project. Under the
project categorization of the Sub-Sector EAI Guidelines, the planned bridge
project falls under Category IV which are projects that require full and mandatory ESIA to be conducted before they are implemented, hence the need to conduct this ESIA.

6.1.9

MoWT General Specifications for Road and Bridge Works,


2005
MoWT has in place General Specifications for Road and Bridge works which
detail how contractors undertaking road and bridge works ought to address
amongst others, cross-cutting issues (gender, environment HIV/AIDS and
OSH). It has specific provisions on how costs for mainstreaming or addressing
these cross-cutting issues on road projects can be integrated into the Bills of
Quantities to enable their implementation. In this project, this ESIA proposes
that, details of costs of implementing cross-cutting issues be developed as part
of the works contract during the project design process.

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54

6.1.10 MoWT Sub-Sector Policy Statements and Guidelines for


Mainstreaming Cross-Cutting Issues, 2008
MoWT has in place thematic Policy Statements and Guidelines for mainstreaming concerns and interventions for cross-cutting issues into its activities, plans
and programmes. The sub-sector cross-cutting issues include: Gender, Occupational Health and Safety, People with Disabilities and the Elderly concerns and
HIV/AIDS. These tools are aimed at articulating and ensuring that, the road
sub-sector is committed to addressing inherent inequalities and weakness with
regard to cross-cutting issues in the development process.
The Guidelines are meant to support the sub-sector in its mainstreaming process of cross-cutting issues. They also serve as reference materials which provide systematic guidance to all road sub-sector stakeholders (such as UNRA) to
effectively contribute to the national overall response to Governments commitment towards the successful and sustained integration of such themes to the
development process. In an attempt to ensure that the process is successful, the
guidelines provide strategies, methods and responsibility centres for moving the
mainstreaming process on in line with the sub-sectoral political commitments
and in tandem with the mainstreaming principles.

6.2

Legal Framework

6.2.1 National Legal Framework


Uganda Legal section presents a summary of the legal and institutional frameworks governing the construction and operation of electrical transmission lines.
It also summarises the relevant lead agencies and departments that administer
and monitor issues related to the proposed investment.

6.2.2 The Constitution of the Republic of Uganda, 1995


The importance of environment in Uganda is recognized by the Constitution of
the Republic of Uganda of 1995. This is a supreme law in Uganda. The Constitution provides for inter alia, matters pertaining to land, natural resources such
as rivers and lakes and the environment. It is the duty of Parliament to protect
and preserve the environment from abuse, pollution and degradation and also to
provide for measures intended to manage the environment for sustainable development and promotion of environmental awareness. Article 245 refers to
protection and preservation of the environment and states that, Parliament shall,
by law, provide for measures intended to protect and preserve the environment
from abuse, pollution and degradation, manage the environment for sustainable
development, and promote environmental awareness.

6.2.3 The National Environmental Act Cap 153


This law, consisting of 16 Parts, provides fundamental directions for the sustainable management of the environment in Uganda. General descriptions of
the environmental approval process for infrastructure development projects and

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55

its relevant ESIA are described in Sections 19 21 of Part V, while the importance of environmental standards adhered within the ESMP are stressed in Sections 24 32 of Part VI. The Act provides the legal framework for the sustainable management of Ugandas environmental resources. Section 20 makes it a
legal requirement for every developer to undertake an environmental assessment for projects listed in the third schedule of the statute. The activities of the
planned bypass development fall under those which are out of character with
the surrounding and hence, require an ESIA to be conducted before implementation.

6.2.4 The Water Act, Cap 152


This law, consisting of 4 Parts, describes the protection and management policies of water resources such as Victoria Nile, lakes, impoundments and others.
Project owners, planning to conduct construction works within river spaces
and/or watershed of those rivers shall obtain the permit issued from the Water
Policy Committee, authorized by this Act, prior to those construction works.
The objective of the Act is to enable equitable and sustainable management,
use, and protection of water resources of Uganda through supervision and coordination of public and private activities that may impact water quantity and
quality.

6.2.5 The Land Act, 1998


The Land Act provides for the tenure, ownership, and management of land in
Uganda. The Act should be read together with the 1995 Constitution that restored all private land tenure regimes, divested the state and vested it directly to
the citizens of Uganda. The tenure systems are customary, freehold, mailo and
leasehold. Section 43 of the Act empowers the GoU to acquire land compulsorily in accordance with Article 26 (92) & Article 237 of the Constitution. The
Act also stipulates that land acquisition can be through private treaty with the
owner/lawful occupant or compulsorily in public interest. However, the Constitution and the Land Act have both guaranteed security of occupancy of land
to lawful and bona fide occupants.

6.2.6 The Workmans Compensation Act, 2000


The law requires that compensation be paid to a worker who has been injured
or acquired an occupational disease or harmed in any way in the course of his
work. Section 6 & 7 provide for the compensation for fatal injury as 46 months
of earning. For permanent incapacity compensation is 60 and 72 months earning respectively. Section 15 puts medical examination for an injury to be the
Employers responsibility and prescribes a form of notification of injury to the
commissioner for Labour. The injured worker and employer may agree on the
compensation or it can be determined by a court of law when there is disagreement between the parties, and appeals can be made to the High Court for settlement.

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6.2.7 The Mining Act of 2003


This law, consisting of 12 Parts, describes the mineral and mining development
including set-up of new quarries and/or sandpits. If new quarry sites and/or
borrow pits will be necessary for any infrastructure projects, relevant license
shall be obtained from the Commissioner of the Geological Survey and Mines
Department. Relevant environmental studies required for this license application is described in Part XI. Ideally, the extraction of stone and murram materials will be undertaken in line with the provision of this Act. Issues of restoration of the sites after murram extraction are key in the operationalization of the
Project.

6.2.8 The Occupational Safety and Health Act (2006)


The Act provides for the prevention and protection of persons at all workplaces
from injuries, diseases, death and damage to property. The OSH Act covers not
just the factory but also any workplace where persons are employed and its
provisions extend not just to employees but to the self employed and any other
persons that may be legitimately present in the workplace who may be exposed
to injury or disease. Employers must provide for the protection of workers from
adverse weather, provision of a clean and healthy work environment, sanitary
conveniences, washing facilities, First Aid and facilities for meals. The Act
provides for safe access to the workplaces and safe work practices which applies to this project as well.

6.2.9 The Employment Act, 2006


This Act provides for matters governing individual employment relationships in
terms of circumstances of provision of labour. It is quite explicit on matters of
forced labour that, no one should be forced to work, there should be no discrimination with regard to recruitment process, and it prohibits sexual harassment in employment. It also empowers a Labour Officer to enter and inspect
premises where he/she believes there are labour related concerns. Also the Employment Act provides for matters of grievance settlement and issues of payment of wages and salaries. With specific reference to this Project, the Employment Act obliges employers to repatriate employees especially those from
other countries as well as those coming from more than 150km from their home
areas.

6.2.10 The Petroleum Supply Act, 2003


The Petroleum Supply Act of 2003 provides for the transportation, monitoring,
importation, exportation, processing, supply storage and distribution among
others of petroleum products. It also provides for the licensing and control of
activities and installations as well as for the safety and protection of p health
and the environment in petroleum supply operations and installations. With reference to the project, the Act in Section 32(1), provides that, the Commissioner
responsible for petroleum supply shall develop/cause the implementation of a
programme of gradual adoption and adaptation of the prevailing international
standards and technical specifications and codes of practice in relation to the

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petroleum supply industry. This provision led the GoU eventually eliminate the
importation and use of leaded fuels.

6.2.11 Historical Monument Act, 1967


The Department of Museums and Monuments in the Ministry of Trade, Tourism and Industry is in the process of developing a policy on physical cultural
property. The current legislation is the Historical Monuments Act 1967. The
Act provides for the preservation and protection of historical monuments and
objects of archaeological, paleontological, ethnographical and traditional interest.
The salient provisions relevant to road projects is Section 10 (1) which requires
any person who discovers any object which may reasonably be considered to be
of archaeological, paleontological, ethnographical, historical and traditional
interests to report such a matter to an inspector of monuments, the Chief Administrative officer (CAO) or curator of the museum within fourteen days. Section 10(2) requires that any person who discovers any such object takes such
measure as may be reasonable for its protection. Section 12 requires that any
portable objects discovered in the course of excavation to be surrendered for
deposit in the national museum.

6.2.12 Environmental Impact Assessment Regulations, 1998


The procedures for conducting ESIAs and guidelines for ESIA practitioners
and regulatory bodies are stipulated in this document. The regulations require a
detailed study to be conducted to determine the possible environmental impacts, and measures to mitigate such impacts. At the end of the study, the environmental assessment report is submitted to NEMA to take a decision as to
whether to approve or reject the project.
The Guidelines also stipulate that the ESIA process should be participatory,
that is the public should be consulted widely to inform them and get their views
about the proposed investment. The developer has the legal obligation to seek
the views of the public, persons that may be affected by the proposed project,
as well as all other stakeholders. In this case, key stakeholders have been consulted in the course of the study and their views have been integrated into the
study.

6.2.13 The National Environment (Wetlands, River Banks and


Lakeshores Management) Regulations, 2000
This law, consisting of 4 Parts, describes management policy and directions for
important wetlands, riverbank and lakeshore areas that exist in Uganda. Any
development projects, within those registered areas need ESIA studies and
permission to be granted by NEMA in accordance with Regulation 34 of this
law. Regulation 23(1) stipulates that a person who intends to carry out any of
the following activities shall make an application to the Executive Director of
NEMA if the Developer intends to:

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a) Use, erect, reconstruct, place, alter, extend, remove or demolish any


structure or part of any structure in order, or over the river bank or lake
shore; and
b) Excavate, drill, tunnel or otherwise disturb the river bank or lakeshore.
The Executive Director grants such permission based on and after submission
of an ESIA Report. The National Environment (Wetlands, River Banks and
Lakeshores Management) Regulations, 2000 provide principles for sustainable
use and conservation of wetlands, riverbanks and lakeshores.

6.2.14 National Environment (Waste Management) Regulations,


1999
The National Environment (Waste Management) Regulations, 1999 apply to all
categories of hazardous and non-hazardous waste and to the storage and disposal of hazardous waste and its movement into and out of Uganda. The regulations promote cleaner production methods and require a facility to minimise
waste generation by eliminating use of toxic raw materials; reducing toxic
emissions and wastes; and recovering and reuse of waste wherever possible.

International Agreements/Conventions Ratified by Uganda


Uganda has signed and/or ratified several international agreements and conventions relating to the environment both at regional and global level. Agreements
or conventions of potential relevance to the proposed project include:

The Convention on the protection of the World Cultural and Natural


Heritage (World Heritage Convention). Bwindi Impenetrable National
Park and Rwenzori National Park are so far the only sites in Uganda featuring on the World Heritage List. The proposed project and its associated
activities are not expected to impact on these sites as they occur more than
120 km away from the By-pass project area;

The Convention on Biological Diversity (CBD). The Conventions main


objective is to ensure the conservation of biological diversity and sustainable use of its components. The study process undertook thorough investigation of the sites and have come up lists of biodiversity in the areas and
available information indicate that, none of the groups are threatened, rare
or vulnerable, hence no impact of the project on such groups ;

Uganda has signed but not yet ratified the Convention on the Conservation of Migratory Species of Wild Animals (CMS): The Convention is
aimed at conserving species of wild animals that migrate across or outside
national boundaries. None of the species belonging to this category will be
affected by the proposed project or any of its activities;

The Convention on Wetlands of International Importance (Ramsar Convention). Lake George and other 10 Ramsar sites will not be directly affected by the planned project activities;

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Uganda ratified the African Convention on the Conservation of Nature


and Natural Resources (1968), and also signed the Protocol Agreement on
the Conservation of Common Natural Resources (1982).

In all, the Project Developer (UNRA) will take into consideration the relevant
provisions contained in the above Agreements and/or Conventions at all stages
of the proposed project implementation.

6.3

Institutional Framework

The institutional framework under which the planned project will be implemented will involve the following agencies. They are:

6.3.1

National Institutional Framework

Uganda National Roads Authority (UNRA)


The Government of Uganda has established a Roads Authority to manage,
maintain and develop the 10,800 km national road network. The Uganda National Roads Authority Act was passed by Parliament in 2006. The Mission of
UNRA is: to develop and maintain a national roads network that is responsive
to the economic development needs of Uganda, to the safety of all road users
and to the environmental sustainability of the national roads.
UNRA is set to achieve the following Strategic Objectives:

ensure all year round safe and efficient movement of people and goods on
the national roads network;

enhance road safety through improved design and education of the users;

optimize the quality, timeliness and cost effectiveness of the road works
interventions;

improve the private sector participation in service delivery;

attract, develop and retain a quality team; and

Use innovative and creative techniques and strategies to optimize the performance of the road system.

UNRA is responsible for developing and maintaining an efficient national


roads infrastructure linking rural and urban areas, islands to the mainland and
ensuring the safety of the road users. This involves constructing new paved
roads, upgrading existing gravel roads to bitumen standard, reconstruction of
roads whose design life span expired, resealing paved roads and re-graveling
unpaved roads, and routine maintenance repairing shoulders, opening drains,
grading and cutting vegetation. In its efforts to deliver these services, UNRA

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ensures that, environmental sustainability remains paramount at all stages of


road works.

6.3.2 The National Environment Management Authority (NEMA)


National Environment Management Authority (NEMA) is under Ministry of
Water and environment and has cross sectoral mandate to review and approve
ESIAs. According to the Third Schedule of the National Environment Act Cap
153, construction of bridges and associated infrastructures fall under projects
that require mandatory ESIA to be conducted before they are implemented.
Furthermore, NEMA as the principal agency in Uganda on matters of environment management is empowered by the Act to manage, coordinate, and supervise all activities in the field of environment.
The actual implementation of ESIA is however the responsibility of the lead
agencies, the private sector, and the general public. NEMA is responsible for
undertaking enforcement, compliance, review and monitoring of the environmental impact assessment (ESIA). In that regard, NEMA facilitates the public
participation for the environmental decision-making, and exercises general supervision for all environmental issues.

6.3.3 National Forest Authority


The National Forestry Authority (NFA) was established under the National
Forestry and Tree Planting Act 2003. The NFA is under the Ministry of Water
and Environment (MWE), and is mainly in charge of the sustainable usage of
the forest resources of Uganda as well as stable environmental management of
those resources. There are four departments such as (1) Natural Forest, (2)
Plantation, (3) Corporate Affairs and (4) Finance and Administration, and approximately 350 staffs are working within this organization.

6.3.4 Local Governments


All districts in Uganda operate under a five-tier system of local government.
The highest level is the Local Council Five (LCV) headed by a district chairman, followed by the LC IV, LC III, LC II, and LC I all headed by the respective Local Council Chairpersons. This hierarchy is the political wing of the
district administrations, while the District Chief Administrative Officer (CAO)
heads the technical wing inclusive of the District Engineer. The Chief Administrative Officer (CAO) heads all civil servants in the district and is therefore the
chief executive officer. Within the district, the Resident District Commissioner
(RDC) represents the Central Government. The sub-counties are headed by
sub-county chiefs, who co-ordinate all the district and central government development programmers at that level. Parish chiefs head the lowest administrative units, namely the parishes.

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6.3.5 Local Environmental Committees


The committee members are appointed at the local government level and they
examine the environmental matters including environmental and social considerations for any development projects. Specific roles and functions of this local
environmental committee are introduced in Section 16 Part III of National Environmental Act (Cap. 153) of 1995.

6.3.6 Road Committees


The road committees membership comprises three (3) members who are constituted as follows: a senior engineer and two road inspectors with the engineer
being secretary of the committee. The road committee on this project will be in
charge of maintenance of the trees that will be planted along the route as well
forming a link between the communities and UNRA. In this case they will be
put in place once the road construction is completed. The road committees will
be of help on matters of community ownership and on the ground management
of the road and its associated infrastructures and in particular, monitor safety of
road furniture (to check vandalism). These Committees will also form a link
between the contractor and the communities during maintenance of the road
and will be helpful on matters such as recruitment of workers during implementation of works, assist the contractor on matters of curbing thefts and identification of materials sources for the road works amongst others.

6.4

Institutional Coordination

The National Environment Management Authority is mandated to be the principal national Agency charged with the management of the environment as enshrined in the National Environment Act Cap 153. At the district level, the responsibility of the management of environmental issues lies with the District
Environment Committees. The DECs in the project areas through their District
Environment Officers will be channelling their views with respect to environment issues during the implementation of the road works. The respective District Environment Offices will be relaying their area environment concerns to
NEMA for eventual communication to the developer/contractor for action.
While NEMA will be responsible for overall coordination of cross-sectoral environmental issues on the road project, UNRA will equally ensure that environmental and social mitigations in the road project are well articulated and
implemented by the contractor(s). The Contractor will prepare a separate
ESMP that will detail how he/she will address environmental and social compliance in the Project. The Contractors ESMP will take into account, the
ESMP in the ESIA as well as NEMA Approval Conditions for the road project.
The Contractors ESMP will detail amongst others the following issues such as;
waste management measures, OSH and labour force management amongst others. Quarry operations will require separate ESIA to be prepared by the Contractors. The Contractors ESMP will provide measures to address concerns
relating to extraction of muram. These will not require separate EIAS.

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It is important to note that the preparation of the Contractors ESMP will also
be guided by UNRAs guidelines on how the ESMP for Contractors have to be
prepared. The ESMP shall equally critically make reference to the General
Specifications for Road and Bridge Works 2005.
Furthermore, the RE will assume the day to day compliance monitoring responsibility of the Contractors ESMP as well other environmental and social issues
that arise during implementation of the project. The RE will be providing
monthly progress reports on the Project compliance with regard to the environmental and social issues (HIV/AIDS etc). Both the RE and the Contractor
shall have in their teams Environmental Specialists for the day to day guidance
of the Project on matters of environment and social compliance.
At the end of the project, the Contractor shall prepare a comprehensive Decommissioning Plan that has to be approved by NEMA and its execution. In
all, the Contractor will prepare a Project Completion Report at the end of the
Defects Liability period detailing how he/she has undertaken the Project in line
with its ESIA, ESMP, NEMA Approval Conditions and general works compliance in time with existing provision on environment.
It should be observed that on existing roads which are for maintenance and upgrading, there are road committees which help on matters of community ownership and on the ground management of the roads. However, it should be
noted that, the planned Mbarara By Pass, will be a new road and such, there are
currently no road committees. It is envisaged that, the road committees will be
put in place once the road construction commences. These Committees will
form a link between the contractor and the committees and can be helpful on
matters such as recruitment of worker etc.
In terms of compensation and resettlement, the prime participants are the Ministry of Lands, Housing and Urban Development (compensation and valuation)
and UNRA (the Lead Agency). UNRA therefore must take the responsibility
for resettlement and identification and coordination of other players. In addition, Uganda Land Commission, District Land Boards, Land Tribunal and Local Councils need to be involved.

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Potential Impacts and Mitigation Measures

This Section is crucial because many of the impacts outlined in this report can
be avoided or minimized through careful attention in the initial planning and
design stage. Therefore, this report includes a discussion of the environmental
considerations that were taken into account during planning and design of this
project in order to incorporate all issues for avoiding or minimizing impacts, for
capturing potential benefits, for compensating for residual impacts, and for impact management. In planning and design a balance against potential damage
to environment need to be achieved.

7.1

Overview of effects

Table 7.1 provides a summary and overview of potential direct and indirect, on
site and off site impacts associated with the road project. The following are key
words guiding the scaling of impacts.

Direct Impacts, these are effects that arise from activities that form an integral part of the project (e.g. site clearance etc); and

Indirect Impacts, are impacts that arise from activities not directly and
clearly forming part of the project (these are include noise changes due to
an increase in road traffic flows on existing roads resulting from the construction).

These effects are subdivided into groups according to the phases (preconstruction, construction, operational) in which, they may occur. In each of
the categories, the environmental impacts are sub-divided according to the activities associated with the project component. It is also important to note that,
effects have further been sub-divided on the basis of their Magnitude (High-H,
Medium-M, Low-L, Negligible-N) and Duration (short term, medium or long
term) and Permanency (Reversible or Irreversible) and these are summarized
on Table 7.1 below.

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7.2

64

Overall impacts assessments

The overall impact of an activity of the project has been established based a
combination of considerations such as magnitude of its impacts, impacts duration and, their permanency and all these have been related on a continuous scale
between extremes of Very Large Positive Impacts and Very Large Negative
Impacts. The extremes of significance have varied according to aspect(s)
considered. For instance, an aspects of high value (e.g. natural forest areas) if
they are highly impacted negatively gives and overall impact assessment in the
scale of very large negative impacts.
On the reverse, such highly valued areas when affected by little or impacts will
have overall impact assessment of minimal/no impact or small negative impact
depending on the specific characteristics as summarized in the table below.
Table 7.1:

Scale
++++
+++
++
+
0
x
xx
xxx
xxxx

Magnitude of Impacts

Narrative
Very large positive
Large positive
Medium positive
Small positive
Minimal/no impact
Small negative
Medium negative
Large negative
Very large negative

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Table 7.2: A summary of Analysis of Impacts


No.

Project Activities

Project Phase

Nature of Impact
Direct

Indirect

Permanency of Impact
Reversible

Irreversible

Magnitude of the
Impact
H
M
L N

Duration of Impact
L
M
S

Overall
Impact

01.

Changes in hydrology

Construction

Direct

Reversible

02.

Soil erosion

Construction

Direct

Reversible

XX

03.

Air quality issues


from construction
works.

Construction and
in road operations

Direct

Reversible

XX

04.

Noise pollution

Construction and
operations

Direct

Reversible

XX

05.

Water quality in
the areas of R.
Ruizi

Construction

Direct

Irreversible

XXXX

06.

Disposal of waste
construction
wastes
Oil spills concerns

Construction

Direct

Reversible

XX

Construction

Direct

Irreversible

XX

Construction

Direct

Reversible

XXXX

07.

08.

Borrow pits and


associated issues

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Table 7.2: A summary of Analysis of Impacts


No.

Project Activities

Project Phase

Nature of Impact
Direct

Indirect

Permanency of Impact
Reversible

Irreversible

Magnitude of the
Impact
H
M
L N

Duration of Impact
L
M
S

Overall
Impact

09.

Stone products
from quarries
works.

Construction

Direct

Reversible

XXXX

10.

Water sources impacts

Construction

Direct

Reversible

11

Construction deviations

Construction

Direct

Reversible

XX

12

Impacts on vegetation and forest


areas

Construction

Direct

Reversible

XXX

13

Camp site

Construction

Direct

Reversible

XXX

14

Management of
cut to spoil in
which, cut to spoil
is sometimes deposited in swamps,
forests on used for
reclaiming sites.

Construction

Direct

Reversible

XXXX

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Table 7.2: A summary of Analysis of Impacts


No.

Project Activities

Project Phase

Nature of Impact
Direct

Indirect

Permanency of Impact
Reversible

Irreversible

Magnitude of the
Impact
H
M
L N

Duration of Impact
L
M
S

Overall
Impact

15

Disturbance to the
public (noise,
workers etc).

Construction

Direct

Reversible

XX

16

Public Health,
Human Safety and
Environmental
Management
Road safety

Construction

Indirect

Reversible

XXXX

Construction

Indirect

Reversible

XX

Physical Cultural
Resources issues
that can be lost
through earthworks etc
Waste management concerns
especially solid
and effluent in the
camp site.
Occupational
Safety and Health
concerns for the
work force

Construction

Direct

Irreversible

Construction

Indirect

Reversible

XXX

Construction

Direct

Irreversible

XXXX

Construction

Indirect

Irreversible

XXX

17

18

19.

20

21.

HIV/AIDS

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Table 7.2: A summary of Analysis of Impacts


No.

Project Activities

Project Phase

Nature of Impact
Direct

Indirect

Permanency of Impact
Reversible

Irreversible

Magnitude of the
Impact
H
M
L N

Duration of Impact
L
M
S

Overall
Impact

22.

Gender Mainstreaming

Construction

Indirect

Reversible

23.

Lost cultivation
opportunities

Construction
phase

Direct

Reversible

24.

Uptake of land
areas (NFA areas,
Prisons areas etc)

Construction
phase

Direct

Irreversible

XXX

25.

Interference with
the NARO Animal
Research Centre

Construction and
Operational phases

Direct

Irreversible

XXX

26.

Induced uncontrolled urban


sprawl

Operational phase

Indirect

Irreversible

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69

Positive Impacts

These can be summarized as follows:

reduced accidents and congestion in Mbarara Town Centre as traffic will


have been diverted outside the town centre;

Reduced noise levels from trucks across the Town centre from heavy transit traffic;

Potential of stimulating development of the outskirts of the Municipality of


Mbarara; and

Diverts traffic from both Kabale-Rwanda and Kasese-DRC out of Mbarara


Town centre thereby reducing accidents potential in the town centre..

7.4

Potential Negative Impacts

Key negative impacts of the project include:

7.4.1 Impacts Relating to Surveying and mapping


The pre-construction activities will mainly be on a limited scale along the route,
and will not pose any major issues of environmental concern. However, the
marking of houses and properties during surveying will likely create anxiety
amongst property owners with regard to properties and compensation rights.
Mitigation measures
Sensitization and awareness programmes as part of the RAP which
will likely address such concerns.
7.4.2

Storm water concerns

Once the road is constructed, a total paved area of about 13300x7m2 will be
produced and this will be impervious to the water. If not well managed, the runoff generated can lead to flooding of low lying areas such as around CoCa-Cola
and Farm areas of Mbarara ZARDI Farm. This will be medium negative impact.
Mitigation measures
This is to be mitigated by installing culverts of appropriate diameters
across such points. The Design Consultant is to take up this measure
and integrate it into the overall project Design.
7.4.3 Erosion and Sedimentation
Soil erosion can be expected from areas where the soil is disturbed and exposed
to runoff especially on roads that collect water and do not have enough side
drainage to handle storm waters. Clearing of vegetation cover during clearing

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and grubbing of the road reserve and cut and fill operations for widening the
road, construction of bridges, culverts and site drains, detours for collecting
construction materials from quarries/borrow areas will expose soils during
rainy seasons and may result in incremental soil erosion and sedimentation of
river courses. Increased erosion during and after construction may lead to siltation of streams.
Erosion levels can also be monitored during the operation phase and remedial
mitigation measures such as bank protection, slope stabilization especially at
box culvert bridges can be improved by building gabion walls and concrete retaining walls as necessary. Tree planting can stabilize less steep slopes. Revegetation will be done where bare soil is created due to construction works.

7.4.4

Degradation of Water Quality Especially at Ruharo Water


Works
Water quality in the streams especially in Ruharo Water works is likely to be
affected during construction and operational phases of the project through
sedimentation from construction sites and general increase in Total Dissolved
Solids and Total Suspended solids amongst others. This is likely to increase
costs of water treatment as well general interruption of water supply process
through impounding/diversion of water course. This is a very large negative
impact on water supply process.
Mitigation
The impact of the project on water quality especially at Ruharo Water Works is
proposed to be mitigated through:

The Management of Ruharo Regional Water Works proposed that, the


Developer (UNRA) should provide details of anticipated works across the
R. Ruizi including duration of works in order to enable them compute the
levels of impacts of the water works and cost implications of such impacts. Such costs will then be passed over to UNRA.
The Contractors Environmentalist should be involved during the planning for bridgeworks in proposing the mitigation measures to be implemented alongside works activities.
Supervision of implementation of mitigating measures is by a consultant
appointed by UNRA. Monitoring of compliance with mitigation measures
will be carried out by UNRA, NEMA and the Mbarara District Municipal
Environment Officers.

7.4.5

Impacts on Rwemitongore Central Forest Reserve

The projects principal impacts on the biological environment are mainly on


terrestrial habitats and the Rwemitongore Central Forest Reserve. These are all
summarized as follows. Destruction of habitat, due to increased accessibility to
Rwemitongore Central Forest Reserve. Clearance of the vegetation during the
opening up of the carriage way will lead to a loss of approximate 1.8 ha estimated at Ushs. 165,028,717

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Mitigation Measures

Compensation for the 1.8ha of the CFR is to be handled by the Chief


Government Valuer in line with national laws;
In addition, there should roadside tree planting which will add to the aesthetics of the road and in a way, serve to compensate for the lost portion
of the forest to the road and also to clearly delineate the road reserve; and
Trees planted should be protected from cattle and grazers/browsers
through caging is recommended since the area is a cattle keeping zone.

7.4.6 Loss of Banana Crop


A stretch of banana cropland of 300-500 m will be lost to the road. The banana
shambas will be cleared giving way for the road.
Mitigation Measures
The farmers will be first notified to harvest their banana crop before
clearance process;
The farmers to be allowed to harvest their crops and also take them for
mulching purposes; and
The farmers will be compensated for their banana crop that will be lost
to the road project and costs are being computed in the RAP study.

7.4.7 Problems of Cattle Crossings


Cattle will be a big problem on the bypass. For entire length of the by-pass
from Kabale road up to the church are (Kyomugorani Areas) are all cattle keeping areas. The cattle are even a serious a problem across Mbarara ZARDI Farm
and the bridge areas in R. Ruizi. Sometimes cattle can be a nuisance to the
road-users especially by resting at the edges of the road. Cattle can also destroy
the edges of the embankments of the swamp crossings.
Mitigation Measures
The cattle concerns can be minimized through:
Putting in place appropriate road signs on given points on the road and
speed control devices on the road; On given sections on the farms;
Cattle crossing areas should be designated across the farm points of the
road and warning sign posts for the motorists will be installed across such
positions;
In order to address traffic risks on livestock on some sections of the highway, it is proposed that, underpass crossings be constructed at some the sections such as at -2+400 and at 4+900 in Kyomugorani and MBAZARDI respectively and
Cattle attendants will be sensitized on the risks of cattle crossing the road
which could lead to accidents.

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7.4.8

Land and property expropriation Impact origin and


characteristics
The road will pass through agricultural/farmlands, this implies, plans to establish the road will present land-uptake challenges for the entire 13.5km
(13500x60)m which will be needed by the road. Since land is scarce in the project areas, land uptake will be a very large negative impact in both the direct
and in direct dimension and could be mitigated through:

Adequate, fair, and prompt compensation and resettlement of communities through the RAP process;
Communicating to the PAPs early enough on the schedules of the
project so that, they can adjust on a number of their plans as well as
identify alternate schools for their children; and
Furthermore, the RAP should define mechanisms for the Resettlement of some of the PAPs as their needs my demand. The demands
and needs of the PAPs may differ and therefore, the Resettlement
process should be responsive to the extent, possible to the prevailing
needs of the beneficiaries/PAPS.

7.4.9 Impact on water resources


The contractor will require substantial volumes of water for various construction purposes such as adjustment of moisture content of fill, road sub-base and
base courses, and watering of haul routes to suppress dust. In addition, the water requirements at the base camps will be relatively high, although these will
be much lower than those needed in connection with construction. It is probable
that some of the contractors' water requirements will be met by abstraction
from watercourses.
Watercourses in the project area are mainly used for cattle watering purposes.
From local inhabitants, during the dry season, a number of the watercourses
which the road crosses tend to have reduced water flow; hence, possible continued water abstractions by the contractor(s) can reduce water availability and
lead to possible conflicts with the communities.

Mitigation measures
Water access related impacts can be minimized by requiring the contractor to
make his own arrangements for water supply which will not affect the rights
of others, and to provide an alternative supply if interference does occur.
7.4.10 Noise and Vibration Impacts
Noise and vibration result from construction activities in general but particularly from operation of heavy machinery. Other operations generating significant noise include concrete mixing plants, blasting in areas of rock excavation
and stone crushing. Sustained noise levels during construction are expected to
be much higher than the ambient noise level in the project area. Noise and vibration stemming from the construction can be featured by its suddenness, random, discontinuity and high intensity. The Contractor is required to strengthen

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the management and mitigate such sound sources resulting from the construction activities as material transportation, knocking, striking and shouting, etc.
during the construction, by means of rational execution and intensified management. The influence area of vibration is within 20 meters from the roadsides. The heavy plant equipment shall not be permitted during the night near
the residential quarters.
Mitigation Measures Proposed will include:

With regard to protecting peoples health from environmental risk and


pollution through a number of measures such as; routine sprinkling of
water on dust surfaces to suppress dust, availing workers with Personal
Protective Equipment (PPE) such as masks, helmets, hand gloves,
boots and ear muffs;

There are concerns with regard to noise from equipment which is likely
to be a nuisance to the public and the nearby institutions. To address
noise concerns, it is proposed that, the project could provide for screening off roadside residences through tree planting;

Restrict construction in residential areas to day time hours to minimize


disrupting sleep in the nearby communities;

Trucks carrying fine construction materials (sand, lime, gravel and


soils) that can easily be blown by wind should be covered with tarpaulins; and

All these concerns should be addressed in the contractors Health and


Safety Programs which should detail his/her plans of managing
noise, dust and safety in the work force.

7.4.11 Soil Erosion/Siltation of Water bodies


The earthworks will expose land surface with the potential for erosion. Along
the hilly areas, this phenomenon can be severe and render the already gullied
landform at some sections worse. The runoff in turn, could transport sand, silt
and clay and deposit the transported material along the low lying area, which
have developed as natural watercourses for flood waters in the project catchment or into streams or tributaries of the Ruizi River and also other smaller
swamp areas. As these watercourses become silted up, their natural capacities
reduce, leading to worse flood situation in the area. This has the potential to
alter the drainage channel, affect water quality, and expose larger areas to
flooding in nearby communities. The following mitigation measures are proposed to reduce erosion and siltation:

Mitigation Measures

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Proper storm water drainage facilities (culverts) have been designed at


the under listed chainages areas to prevent any erosion that may contribute to the increase of suspended solids;
Clearing of grass along the undisturbed sections will be implemented
progressively. Clearing of the site will be restricted to the RoW and its associated servitude; and
A suitable cover grass e.g. Cyanodon grass would be planted along drainage channels to reduce scouring effect of water. Steep surfaces would
also be kept under grass cover, or where applicable, such surfaces will be
stone pitched to stabilize the slope and control erosion.

7.4.12 Disruption of the local economy


Activities characterizing the first 2km from Ishasha junction segment of the
road project and neighborhood are predominantly residential and commercial.
The planned upgrading works will likely lead to loss of businesses and properties as well as, temporary disruption of public utilities and their services which
may eventually lead to the disruption of the local economy. The accompanying
stress will result mainly from the loss of landed assets, loss of income and livelihood, as well as the loss of peaceful enjoyment of ones property. Again another important source of social disruption is the loss of businesses. It is anticipated that businesses that need to relocate or have to take time off to partially reconstruct premises will lose some of their customers if they must close
down to do so.
Mitigation Measures
A comprehensive property impact survey have been conducted which
indicates all affected properties within the ROW, their owners and
possible replacement costs;
In addition, a comprehensive resettlement plan has been prepared to
ensure that project affected persons are appropriately compensated;
Prior to the compensation process, the Project Affected Persons
(PAPs) will be individually notified about the compensation amount
to be paid;
In case of disagreement on the compensation amount, the PAPs have
the option of Appealing for Valuation review; and
If the parties do not find a solution, the PAP may appeal to the law
court for a determination.
7.4.13 Land Excavation, Borrow Pits, Access Roads Construction
and Campsites
Establishment of access routes, camp sites, stock pile material sites among others as well as the extraction of construction materials (borrow pits) all represent
a large negative impact of the project. These land uptake activities all lead to
erosion, loss of biodiversity and general interference with ecosystems as well
as, disruption to normal social settings in the areas. These are large negative
impacts though they will be restricted to the construction phases of the project.
The following measures are proposed as mitigations. These are:

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First and foremost, extraction of construction materials and camp


sites establishments should be undertaken after due payment of compensation to the affected persons in terms of land uptake and potential crops loss;
The Contractors ESMP should detail measures to address environmental and social impacts of borrow pits and this should be drawn in
line with NEMA Approval conditions for the project as well as the
EIS for the project; In addition, the Contrator should prepare stand
alone Project Briefs to cover issues of borrow pits and Project Briefs
should be approved by NEMA;
Access roads used during the construction phase should be rehabilitated after completion of the work except where the community expresses need to retain such infrastructures for their use;
Project Briefs for Borrow Pits should be undertaken as per the NEA.
The brief should have a detailed decommissioning plan detailing how
the contractor intends to restore the borrow pits after the completion
of the project. The restored borrow pits at the end of the project have
to be inspected and approved by the respective environment authorities and NEMA at the end of the Defects Liability Period; and
Some percentage of the contract sum (10%) should be retained during
its Defects Liability Period of 12 months. At the end of the Defects Liability period, payments of the 10% should be pegged on among others, satisfactory restoration/rehabilitation of the environment. In particular, the Project Completion Report should have a component on
environment (Final Mitigation Report) prepared by the contractor
and approved by NEMA before the Supervising Engineer can issue a
certificate of Environmental Compliance, and
A payment of royalties to the districts for the murram for now is left to
the districts to provide evidence on how they will need to share the
revenue from such meetings. The current system is that, trucks carrying construction materials (sand, clay, stones) are levied by the local
governments in their check point areas

7.4.14 Management of Cut to Spoil


The setting out of the road works and its general civil works is anticipated to
generate huge Volumes of Cut to Spoil Materials that will need to be disposed
of. This ESIA cannot with certainty establish the quantities of such materials.
To mitigate cut to spoil concerns, the following mitigation measures are proposed:

The cut to spoil materials should be stored and used in borrow pit and
other restoration activities;
No dumping of such materials should be encouraged along the road
especially at the road reserve areas;
The Contractor will have to acquire dump sites where the cut to spoil
materials will be deposited. No dumping of such material should be
done in wetlands or other ecological sites; and
There should be consent with the local authorities to the effect that
some of the act to spoil could be used in restoration of some sites in

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their areas. It is important to note that, no disposal of such materials


should be done ecologically areas (wetlands/forests).
7.4.15 Social Conflicts and Crime Issues
The increased influx of workers is likely to lead to conflict over housing, water
sources and related social services. These could also lead to increased crime
rate in the areas among other negative behaviours. The thefts could include
property of the contractor thereby impacting on the progress of the project. This
is likely to be a large negative impact of long term nature.
The following measures have been proposed:

In order to minimize the negative social behaviours, it is recommended that, where necessary and feasible, the local labour force
from within the immediate communities should be recruited to minimize housing pressures as well as, social conflicts in the communities;
For purposes of recruiting the local labour force, the contractor
should work closely with are local council leadership to identify suitable persons for employment. In addition, the contractor needs to
liaise with the Mbarara District and Mbarara Municipal Labour Officers on matters of local labour recruitment arrangements;
The contractor should put in place, a Project Labour Force Policy to
address all matters relating recruitment and disciplinary measures for
the workers; and
The contractor needs to work closely with the existing law enforcement agencies in the areas of the project (Local Councils and the police) to help address potential issues of crime in the project.

7.4.16 Occupational Safety and Health (OSH) for the workers


There are a number of health and safety concerns relating to site preparation
and construction, including injuries to workers and possible deaths of workers.
It is important to note that, of recent, there has been increased incidence of
death of workers on construction sites in the country! This is a serious negative
impact to the safety and health of the workers.

With regard to protecting peoples health from environmental risk and pollution through a number of measures such as; routine sprinkling of water
on dust surfaces to suppress dust, availing workers with Personal Protective Equipment (PPE) such as masks, helmets, hand gloves, boots and ear
muffs. There are concerns with regard to noise from equipment which is
likely to be a nuisance to the public institutions (e.g. school and health
centres). To address noise concerns, the project should provide some form
of screening by tree planting and where noise nuisance may be of large
impact, a barrier wall could be erected to seal off the road especially in
school settings;

Trucks carrying fine construction materials (sand, lime, gravel and soils)
that can easily be blown by wind should be covered with tarpaulins; and

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The contractors detailed and responsive OSH Plan should be consistent


with the Uganda labor laws such as the Occupational Safety and Health
Act of 2006, the Workmans Compensation Act, 2000 and other such relevant laws. Besides taking into account the national legal regime in
such a Policy, such a Policy should be consistent with ILO labor laws;
It is important that, the contractor has on the site responsive Emergency Response Mechanisms e.g. a standby ambulance; and
Emergency numbers of the Police (999) and those for nearby health
Mbarara areas should all be with the contractor.

7.4.17 Public Health and Human Safety at the Camp Site(s)


The project during implementation could introduce some hazardous materials
(e.g. some soils stabilization chemicals etc) that could not be envisaged in this
study. Such could include some construction and operation-phase inputs, byeproducts and such other materials which can be of physical or chemical risks to
human and the wider physical and social environmental settings.
Mitigation Measures will include:
This study recommends that, the Contractor should of necessity, come
up with a comprehensive plan for the management of any potentially
hazardous materials in the various phases of the project;
For purposes of the public health of the camp site dwellers, the Contractor should designate some specific zones in the camp site as cigarette smoking zones. This implies, no smoking signs should be posted
on specific points in the campsite;
The Contractor should prepare an Occupational Safety and Health
plan elaborating management of occupants safety and health concerns with clear regulations of implementation, monitoring and reporting;
There should be adequate public facilities (toilets and bath shelters)
for the workers;
The office as well as workers accommodation should be adequate as
per guidelines provided in Public Health Act of 1964;
Casual workers should not be crumbed into small rooms and the office space should spacious and well light; and
There should well define programme for routine cleanliness of public
utilities in the camp site. Toilets, kitchen as well as the general compound area should be well kept through grass cutting and sweeping.

7.4.18 Waste Management


An estimated labor force of about 400-600 workers is estimated to be recruited
in this Project and such a large number of mobile work force is likely to generate large volumes of human and associated wastes such as polyethylene bags,
water bottles amongst others. This is likely to be a large negative impact with
potential far reaching cumulative impacts taking into account that, the project
construction will take over 24 months.
Proposed mitigation measures will include:

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The Contractor should have a clear plan on how to manage the project waste and general cleanliness in the camp site and the project
generally;
It is important to have in the camp site measures to recover and reuse
some of the waste generated;
separate toilet facilities for males and females and these be clearly
marked with standard signs;
There should routine cleaning of the camp site and its associated facilities such as toilets and bath areas;
The workers responsible for cleaning given areas like toilets should
be availed appropriate wear (hand gloves, boots etc for those scrubbing toilets);
In addition, storage of used oils should be undertaken is a facility
specially designed to store hazardous waste. The facility should be licensed by NEMA. Transportation of used oils should be undertaken
by a NEMA licensed transporter to a facility licensed by NEMA for
storage or disposal of such waste.
For other hazardous waste such as old car batteries they should be reexported to the suppliers for proper disposal measures rather than
disposing them within the vicinity of the project;
There should clearly marked out containers for collecting used/waste
oils and should be picked and disposed off by the suppliers;
Areas of servicing construction fleet should be paved with provisions
for managing accidental spills; and
There is need to acquire a dump site for the disposal of any excess
excavated soils and associated wastes that are not likely to be re-used
in the road project. Such a site has to be approved by the RE and
should be in wetland or forest areas.

7.4.19 HIV/AIDS Concerns


The weighted overall antenatal prevalence rate for HIV/AIDS in the project
area is estimated to be about 6.0% with the figure being slightly higher in the
urban/trading centres areas of the project (HIV/AIDS Survey Report 2005/06).
During construction of the project, there will be increased influx of people to
the area leading to changes in social dynamics and these will affect the
HIV/AIDS prevalence. Some of the likely negative social behaviours include
increased consumption of alcohol which could lead to promiscuity amongst the
workers and the community and subsequent increased in the prevalence of
Sexually Transmitted Diseases (STDs) and HIV/AIDS. This represents a very
large negative impact of permanent nature.

While Special Specifications in the Contract Documents may stipulate


this need, it is of common concern that implementation has tended to
be less effective than expected on some of the project. Clear ToRs on
HIV/AIDS service providers have therefore been adapted for Uganda
and will be used to enrich the Contract Document

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7.4.20 Gender Concerns


The Government of Ugandas (GoU) National Gender Policy seeks to ensure
that, a gender perspective is taken in all development programs. Similarly, the
government recognizes the importance of transport infrastructure in reducing
poverty, promoting investment and human development, and strengthening the
capacity to deliver social services of which women play a key role both as providers and recipients. While all persons in the Project area will be affected by
the project; it is envisaged that women will bear a greater burden. The expected
negative impacts on women include exposure to HIV/AIDS and STIs and increased sexual exploitation of young girls which will also lead to unwanted
pregnancies, dropout from school and concerns of poor distribution of employment opportunities for the women.
These are large negative impacts which are proposed to be mitigated through
the following measures:

The contractor should allocate a certain percentage (e.g. 30%) of jobs


to be taken up women. To the extent possible, there should be gender
sensitivity in task allocation to the women;

The contractor should conduct gender sensitization to the work force


on matters such as gender sensitive communication and on the gender sensitive conduct of workers towards women amongst others;

There should be gender sensitivity in the camp site with respect to facilities (toilets and bath shelters); and

The contractor should hire a Gender Specialist to help engender the


project in line with the National Policy on Gender provisions.

7.4.21 Issues of People with Disabilities of (PWDS)


MoWT has prepared a policy statement and guidelines for mainstreaming concerns of PWDS and the elderly into its plans and activities. It is important that,
the design of the project takes into account special needs for the PWDS and the
Elderly. In addition, there should be needs of NMT taking into account PWDs
all integrated into the overall project design. Where ramps are needed, such
facilities are provided to help the PWDs cross some areas on the planned road
areas.

7.4.22 Road Safety


Just like many developing countries, road safety is increasingly becoming a
major concern in Uganda. Traffic accidents have killed on average over 2000
people in the past 5 years in Uganda as a whole. The fatality rate therefore has
been between 68.5 fatalities per 10,000 vehicles and 82.3 per 10,000 vehicles.
It is noted that, road safety activities have not been effectively coordinated in
some other construction projects.

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To address this concern, the project should provide some provisional


sum of money for road safety programs to be implemented during construction and operation. This ESIA proposed sum of USD 30,000 to be
devoted to road safety campaigns; and

The project Implementation is done in close collaboration with the police to help manage traffic flow.

7.4.23 Disruption to services


Disruption of public utilities will likely occur where the by-pass road crosses
Mbarara-Kasese and Mbarara-Kampala and Mbarara-Kabale highways. It is
therefore recognized that, the disruption is anticipated to occur during project
implementation process. Some of these services will need to be relocated, in
order to accommodate the widened road. Relocation is normally carried out by
the service providers upon payment of relocation cost by UNRA, and needs to
be completed prior to commencement of the works, in order to avoid delaying
the contractor. However, some interruption of service provision during relocation works is inevitable.
Accidental damage to services by the contractor, during execution of the works,
can also result in interruption to services and in some of the urban centres and
is likely to affect large numbers of people adversely.

Mitigation measures
It is recommended that:

UNRA should liaise with all utility/service providers along the project
road of all the planned road works/programme at the earliest possible
time to enable them plan for the relocation of such utilities;
Service providers and owners of the utilities should provide detail information and location maps of their properties in the ROW to enable
the contractor take the necessary precautions;
A clause should be included in the construction contract which requires the contractor to specify, in the detailed construction programme prepared during the mobilization period, the earliest dates on
which construction works will commence in each town where services
relocation may be required. UNRA should then notify the appropriate
authorities of the relevant dates, and request completion of relocation
works before those dates; and
A clause should be included in the construction contract which makes
the contractor liable for any damage to services resulting from his or
his subcontractors' actions. Any damage caused to services by the
contractor or subcontractors should be made good without delay at
the contractor's cost.

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7.4.24 Management of Accidental Spills and Risks for Fires


There is very strong potential for environmental damage from the accidental
spillage of petroleum products and chemicals on construction sites. To minimize this possibility and related possible adverse effects on the environment
from such spills, it is increasingly realized that, Contractor need to develop
plans to deal with such possible emergency situations. Such plans should include guidelines and measures for the reporting spills, training procedures, resource allocation and the supervision of containment and restoration procedures. This ESIA proposes some pertinent steps that could be put in place to
address such concerns.
Mitigation Measures
It is absolutely important that, spills greater than or equal to 100litres
of flammable/combustible liquids or waste oil should be immediately
reported to the police 999 and the Fire Brigade. Emergency preparedness will include critical examination of each of the construction to
identify potential hazards;
Hazardous compounds should be stored in secure locked containers
on site in secured enclosures. Compounds used in the curing of concrete, lubricants, and fuel for small equipment will be present on site
and kept tidy especially after work;
There is need for an internal alerting system in case of spills. This is
because; timely and accurate reporting of accidental spills can help to
ensure quick and efficient response. Alerting system/plan should include clear and detailed information regarding sources and location
of such risks;
Principally, the purpose of such a response plan should be to initiate
an immediate response with trained personnel and equipment to clean
up and ensure containment, disposal, and monitoring, including details regarding equipment and personnel allocation, are also presented; and
Finally, the plan should contain a commitment for restoring the contaminated site to its previous state before the accidental spill.

7.4.25 Increased road safety hazards during operation Impact


origin and characteristics
The road itself will become inherently safer than at present, as a result of improvements in geometry. However, traffic levels are likely to increase following the completion of upgrading and average vehicle speeds will be considerably higher than at present over many sections. Pedestrians, and other forms of
the NMTs as well as occasionally, the livestock are likely to continue to use the
whole width of the road, rather than the hard shoulder, and it is inevitable that
there will be an increase in accidents, particularly in rural sections, until people
adjust to the changed conditions. It is also likely that there will be an increased
number of vehicle-vehicle collisions, and that these will be more serious as a
result of higher speeds.

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Mitigation measures
Drivers, pedestrians and livestock will gradually become accustomed
to the increased traffic and vehicle speeds, and it is likely that the
number of accidents will show some decrease after being at a relatively high level in the early months of operation;
It is very difficult to see that any physical measures can be taken
which will effectively reduce the accident rate, since the problems are
essentially related to driver behaviour and level of competence. In the
long term, better driver training and a requirement for higher standards of competence to be achieved before licenses are granted, together with the introduction of mobile police patrols would be expected to have some effect, but it is unlikely that these will be introduced in the near future;
Traffic signs should be posted at accident prone sites; and maintained
and supervised regularly by UNRA officials in the project areas of
Mbarara the local administration; and
On the other hand, the traffic police shall ensure the provision and
observance of such safety measures and enforcement of traffic regulations.
7.4.26 Impacts due to Quarry development
The contractor(s) will require large quantities of stone for various construction
activities on the road. Stones will require mainly for base course construction
and surfacing aspects. Though the feasibility study has come with potential
sites for the extraction of stone materials, this ESIA has not undertaken detailed
assessments on such sites. The process of stone extraction as well as establishing access routes can have adverse negative impacts on both bio-physical and
social environment.

Mitigation measures

The contractor will have to prepare a separate ESIA together with a


detailed Environmental and Social Management Plan (ESMP) for
approval by the NEMA, prior to commencement of quarry operations.
If an existing and operational stone quarry is used to supply the materials then it use will be a subject of an Environmental Audit.

7.4.27 Management of Cut to Spoil


The setting out of the road works and its general civil works is anticipated to
generate volumes of cut to spoil materials that will need to be disposed off in
the project.
To mitigate cut to spoil concerns, the following measures are proposed:
First and foremost, dumping sites for the cut to spoil materials should
be approved by the RE and not anyhow and anywhere;
Possibilities of re-use of the cut to spoil materials in the restoration of
excavated areas especially the borrow pits should be explored and this
should be done with approval of the RE. This option will reduce man-

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agement challenges with reference to cut to spoil materials experienced on most of the road projects;
The dumping of cut to spoil in wetlands or valleys under the authority
of the communities should not be allowed as this is a tendency where
wetlands and valleys are to be reclaimed for use by the communities;
No dumping of such materials should be undertaken along the road
the reserve areas of either the project or, other roads in the vicinity of
the project;
Where need be, the Contractor will have to acquire dump sites for the
disposal of the cut to spoil materials; and
Experience has shown that, sometimes the communities request Contractor to dump cut to spoil in some areas e.g. wetlands, valleys yet
their long term objective is to reclaim such sites for their use. It is
here stressed that, the RE should therefore not allow such practices
by the Contractor.

7.4.28 Atmospheric Pollution Resulting from the Asphalt Mixing


Plants
The processing of asphalt can be a potential source of environmental and social
concerns in terms of atmospheric pollution and energy consumption levels especially use of firewood that has detrimental environmental implications.
This in itself is a medium negative impact of short-term nature.

To address such concerns, the asphalt batching plant with in-built


measures to optimize asphalt processing with minimal emission of offensive odours;

The workers on such a plant should be provided with appropriate


PPE to protect them from hot asphalt burns;

Location of the asphalt plants should take into consideration environmental and social considerations addressed in a Project Brief in
line with the NEA and such sites should be leased from the landlords; and

The contractor should ensure that work area around the asphalt plant
is kept clean and all spillage of asphalt is routinely removed; and

There should be proper designs for the operational area for the Asphalt processing, its storage as well as for other inputs.

7.4.29 Potential Loss of Access Routes to Properties and


Homesteads
The construction works for Mbarara By Pass will potentially cut off access to
some of the properties including homesteads, churches and schools. In some
cases, Contractor can cut such access routes leaving no alternate access for the
communities and can be worse for the case of health and education institutions
in case there are emergencies.

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That can cause inconvenience to the occupants of facilities and the following
measures are proposed:

The Contractor should reinstate access routes as soon as possible to


reduce inconvenience to the occupants of such facilities;
Arrangements for alternate routings/access to such facilities should
be explored for such affected areas/homes; and
Where works are continuing on such access routes, the work areas
should be sealed off to avoid accidents for the road users.

7.4.30 Management of fuel pump facility


The project is expected to establish a fuel pump to supply fuel (diesel) for its
plant and equipment fleet. This ESIA proposes that, the Contractor puts in
place some basic needs for the operations of the diesel fuel pump which should
include:

The areas of bulk storage facilities such as underground tanks should


be sealed off from traffic;
The area around should be properly paved to allow natural discharge
of storm water and any accidental spillages of oils and lubricants;
The Contractor must put in place a standard oil interceptor which
should be regularly maintained so as to effectively manage accidental
oil spills in the pump area;
The Contractor should put no smoking signs in and around the fuel
pump area to check potential fires from careless cigarette smoking;
There should be metal guard rails placed around the fuel pump to
protect it from accidental knocks by vehicles which come refuelling;
There should buckets of sand and fire extinguishers in the pump area
in case of any fire outbreak; and
The facility should only be for fuel filling not servicing plant and equipments
for the project. The servicing of plant equipment should be restricted to specially designed places such as workshops and paved and roofed buildings for
such purpose.

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Table 7.1: Summary Implementing Environmental and Social Mitigation Measures


No.

Project
Component

Activities

01.

Route
Surveying and
mapping

Clearing
of
roadside vegetation
and
marking of km
chainages.

Visual intrusion
from paint markings and anxiety
on the part of the
communities.

02,

Clearing and
construction
of the road
pavement
will lead to
flooding of
low
lying
areas around
Mbarara
ZARDI Farm
and
Coca
Cola
junction.
Earth works
and clearings

Construction
works

Siltation
and
flooding at Coca
Cola areas

Clearing
of
vegetation and
cutting of areas to attain
the
required
alignments.

Soil
erosion
implications are
likely to be generated

Creation of
coffer dams
for construction of a
Bridge across
R. Ruizi

Creation
of
coffer
dams
for
bridges
reconstruction
will
involve
filling of sec-

Siltation, impact
on water quality
and impacting on
water works in
Ruharo
Water
Works

03.

04.

Impacts

Mitigation Measures

Sensitization of the
communities;
Restricting surveying
and markings to the
road reserve; and
Compensation
for
properties
affected
during the surveying
process.
Designs to provide
for adequate and
appropriate culverts
to facilitate discharge
of flood waters in this
lower section.

Disposal of excess to
spoil in approved
sites by the RE;
Restricting works to
designated areas;
Bench terracing of
hill tops to check soil
erosion;
Planting of vegetation
on open/cleared surfaces.
Materials for backfilling or creation of
coffer dams should be
filled in polythene
bags to reduce loose
soil materials getting

Results Indicators/Reference Situation/baseline


Entire 13.3km of the
road surveyed and
marked.

Period

Surveillance

Cost (USD)

Responsible Entity

Frequency

During RAP
and Feasibility studies.

UNRA

Every two
months

Embedded
in the works
contract.

Road designs providing


for appropriate culverts
at this section of the
road.

Construction

UNRA

Continuous

To be embedded in
the works
contract.

Approved dump sites for


cut to spoil identified;
Designs for the bench
terrace areas in place;
Areas with dump sites in
place; and
Soil erosion control
measures instituted (areas planted with grass in
place).

During construction

Contractor

Continuous

Embedded
in the works
contract.

Coffer dams in place


and water quality clear
or silt in sections of the
dams;
Culverts installed as per
Engineers designs.

Construction

SLRA/Supervising
Engineer

Monthly

Costs in the
works contract.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

No.

Project
Component

Activities

Impacts

tions of the
River at the
crossing point.

05.

Clearing,
earthworks
and construction

06.

Clearing,
grabbing and
earth works.

07.

08.

Earthworks
will generally
generate dust
that affects
visibility and
general
air
quality levels.
Land
and
Property
Expropriation
Impacts

Clearing and
grabbing and
general layout
works
will
involve landtake
in
Rwemitongore
Central Forest
Reserve
Earth works
will likely take
up parts of the
banana plantation in the
areas of Ruti
(300-500m
part).

Loss of tree
crops, biodiversity and lost
carbon sequestration potential.

Air
quality
concerns

Respiratory effects on the


health of the
workers, reduced
visibility in work
sites.

Surveying and
evaluation of
properties and
lands.

Loss of agricultural lands, impacts on crops


and grazing areas.

Lost revenue to
the farmer over
due to uptake of
a portion of banana plantation.

Mitigation Measures

Results Indicators/Reference Situation/baseline

Period

Schedule of compensation for the forest area in


place

Compensation
for
lost banana shamba
portion;
Notification of the
farmers to harvest the
crop in that part of
the shamba;
Cleared bananas can
be used as mulch on
the remaining parts of
plantation
.
Regular sprinkling of
water to suppress
dust; and
Provision of PPEs to
the road workers etc

RAP report in place and


covering banana costs;
and

Adequate, fair and


prompt compensation
of affected PAPs;

into the rivers; and


Costs for water works
mitigation will be
taken up by the
UNRA under payments for relocation
of utilities.
Compensation
for
lost part of the forest

Providing information early enough to

86

Surveillance

Cost (USD)

Responsible Entity

Frequency

Construction

UNRA

Continuous

70,000

Construction

Supervising
Consultant/UNRA

Continuous

Embedded
in
RAP
Report

Contractors dust suppression schedules in


place;
PPEs for the workers
procured and worn by
the workers.

Continuous

Supervising
Consultant/UNRA

Continuous

Embedded
in
works
contract.

The PAPs fully compensated and resettled by


the project.

Three years

UNRA

Monthly

Costs
in
RAP document

Schedule of compensation for the bananas in


place.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

No.

Project
Component

Activities

Impacts

Mitigation Measures

Results Indicators/Reference Situation/baseline

Period

Agreements with landlords over borrow areas


in place;
Stockpiles of overburden materials from
borrow areas in place;
Number of fully restored
and landscaped borrow
areas in place;
Certificate of satisfactory restoration of borrow areas issued by
NEMA/District authorities,

Evidence of agreements
with landowners on the
creation of deviations;

87

Surveillance

Cost (USD)

Responsible Entity

Frequency

During construction and


Defects
Liability
Period of the
project.

UNRA

Quarterly

Costs
in
Works contracts.

Construction
phase

UNRA/Supervising
Consultant

Continuous

Embedded
in
works
contract.

the PAPs; and

09.

Extraction of
construction
materials
(sand, murram etc)

Clearing
of
over-burden
and vegetation
materials.

Creation of borrow pits

10.

Construction
works across
sections
of
the highway
(KaseseMbarara
at
Ruharo areas,
Coca
Cola
Junction and
MbararaKabale Junc-

Construction
works across
these sections
will
affect
traffic
flow
and even diversion
to
allow for machine works.

Creation of deviation
routes
that will likely
take up land;
Construction
works will likely
cause
traffic
holdings to allow
smooth
flow
across such sections.

The RAP should be


made responsive to
the needs of the
PAPs.
Leasing of borrow
areas;
Systematic opening
of borrow pits while
stockpiling overburden;
Landscaping of borrow areas after
works;
Retention of 10% of
the Contract sum till
end of Defects Liability Period;
Sequential restoration
i.e. starting with unusable boulders and
ending up with the
over-burden; and
Clearance by
NEMA/District authorities on satisfactory completion of
restoration of borrow
areas.
Compensate for the
deviation routes;
Restoration of the
deviations
after
works on the highway;
Involvement of the
traffic police in regulating traffic flow

Record of
created;

deviations

Number of route deviations restored at the end


of the project; and

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

No.

Project
Component

Activities

Impacts

tion at Ruti
areas) will all
affect traffic
flow at these
sections.

11.

12.

13.

14.

Mitigation Measures

across construction
sections; and

Operation of
plant
and
equipment as
well as activities of the
project work
force.

General operations of the


equipment and
workers.

Earth works
and clearings

Clearing
of
vegetation and
cutting of areas to attain
the
required
alignments.

Noise pollution
from equipment
and the workers
which will be a
nuisance.

Generation
of
cut to spoil materials

Construction
of roadside
drains
and
discharge
channel.

Creation
of
roadside
drainage channels along the
road sections.

Hindered access
to
homesteads
due to the depth
of the ditches
created along the
road.

Mobilization
of workers

People searching for job

Influx of people
in search of jobs

Employing flag persons to control traffic


flow across sections
where works are being undertaken.
Provide PPEs to the
workers;
Restricting workings
to daytime;
Contractor(s) to have
in place Health and
Safety plan for the
project.
Disposal of excess to
spoil in approved
sites by the RE;
Restricting works to
designated areas;
Bench terracing of
hill tops to check soil
erosion;
Planting of vegetation
on open/cleared surfaces.
Temporary
access
routes be provided to
the homesteads;
At the end of works,
provide culvert access to homesteads
after completion of
works.
Employing local labour force;

Results Indicators/Reference Situation/baseline


Number of flag persons
employed to regulate
traffic on the road.

Period

Record and number of


PPEs
purchased
in
place;
Lists of workers using
PPEs; and
Contractors Health and
Safety plan in place.

Approved dump sites for


cut to spoil identified;

88

Surveillance

Cost (USD)

Responsible Entity

Frequency

Construction

UNRA/NEMA/DEO

Monthly

Works contract

During construction

Contractor

Continuous

Embedded
in the works
contract.

Construction
period

UNRA

Quarterly

In
works
contract.

Continuous

UNRA

Continuous

Embedded
in
works

Designs for the bench


terrace areas in place;
Areas with dump sites in
place; and
Soil erosion control
measures instituted (areas planted with grass in
place).
Inventory/list of homesteads whose access will
be affected in place;
Temporary access to
homesteads in place; and
Number of access culverts in place.
Number of local people
employed in the project;

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

No.

Project
Component

Activities

opportunities
likely to flock
to the area.

15.

16.

Public health
and human
safety in the
project

Storage and
dispensing of
fuel

Some materials for use in


the
project
may likely be
hazardous as
well
some
bye-products
are likely to be
a potential risk
to the health
and safety of
the workers;
and
.Numbers of
people working on project
likely to grow
to about 600
workers.

Operations of
the fuel/diesel
pump facility

Impacts

likely to cause
social conflicts
and crime increase.

Concerns
on
health and safety
of the workforce
are likely to
arise.

Mitigation Measures

Results Indicators/Reference Situation/baseline

Period

89

Surveillance
Responsible Entity

Cost (USD)

Frequency
contract.

Working with the


Local
Councillors
(LCs) in the recruitment of workers; and
Project
to
work
closely with local
enforcement agencies
to curb crime.
Putting in place, a
plan for handling and
management of any
hazardous materials;

Meetings held with local


authorities esp. LCs;
Meetings held with the
area law enforcement
agencies.

Measures on how to
handle waste instituted;
Areas for smoking designated;

Designate
specific
areas for smoking;

An OSH plan prepared


by the Contractor; and

OSH plan for the


Contractor be in
place;

Accommodation
for
workers certified by the
health inspectors.

Construction

Health Inspectors,
NEMA, DEO and
UNRA

Continuous

Embedded
in
works
contract.

Continuous

NEMA/Supervising
consultant

Continuous

Integrated in
the works
contract.

Adequate facilities in
place for the workers;
Adequate and appropriate accommodation facilities be put
in place; and

Concerns over
oil/fuel spillages
from fuel pump
areas and workshop areas of the
project.

Routine cleanliness
of
Contractor(s)facilities
e.g.
toilets etc.
Areas where fuels
and lubricants are
stored be paved and
of standard types;
Standby fire fighting
equipment in place

Paved storage areas


around the fuel pump;
Fire fighting equipment
in place;
Oil interceptor in place.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

No.

Project
Component

Activities

Impacts

Mitigation Measures

Results Indicators/Reference Situation/baseline

Period

90

Surveillance

Cost (USD)

Responsible Entity

Frequency

Continuous

Health
Inspectors
from
the
areas/Supervising
Consultant/NEMA

Continuous

Integrated
into
the
works contracts.

Continuous

UNRA/Supervising
Consultant

Continuous

35,000

around such areas;


Put in place standard
oil interceptors in
place;
The facilities should
be for filling not servicing plant and
equipment.
17.

Generation of
waste from
the camp site
and
sites
where works
are
undertaken

Operations of
the camp site
are like to
generate office
and domestic
waste of varying degrees.

Pollutions and
disease concerns.
Putting in place
waste collection
bins in strategic
positions in the
compounds.

Hazardous
wastes
such used oils, lubricants, old batteries
and tyres be recollected by their suppliers.

Waste in terms
of solid waste
such as polythene
bags,
effluent waste
etc.

18.

Influx
of
people
in
search of jobs
can generate
a number of
social
concerns on the
project.

The
youth
unemployment
is estimated at
60% and information
about
job
prospects on
the project will
likely draw a
number
of
people from
near and far
into the project
areas.

Exercise good hygiene in the camp site


through
routine
cleaning of toilets,
compound and areas
of project activities.

HIV/AIDS and
STI/STD incidences
will
likely rise from
the
estimated
1.3% for the two
districts.

The project will procure the services of


an HI/AIDS Service
Provider to conduct
awareness sensitization, VCT services
and administration of
ARVs.

Number of employees
dedicated to maintenance of camp site
cleanliness and hygiene;
Presence of waste collection facilities e.g. bins
located in strategic
places in the campsite.
Copies of evidence of
agreements with suppliers of tyres, batteries
showing their commitment to pick the used
items.
An HIV/AIDS Service
Provider in place;
HIV/AIDS and STI/STD
sensitization programme
in place;
Number of HIV/AIDS
and STI/STD seminars
held.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

No.

19.

Project
Component

Activities

The project
will employ
an estimated
400-600
workers and a
majority being men

Workers will
be needed in
most of the
manual
and
machine based
project activities and most
of these will
be
done
largely
by
women.

Impacts

Mitigation Measures

Potential
marginalization of a
few women who
may gain employment in the
project (Gender
Mainstreaming)

It is suggested that,
about 30% of the
workforce will be
allocated to women;
There should be gender sensitivity in
allocation of tasks to
encourage
women
involvement in the
project;

Results Indicators/Reference Situation/baseline


Records showing that,
30% of the workers
being;
Gender
sensitization
programmes in place;
and

Period

91

Surveillance

Cost (USD)

Responsible Entity

Frequency

Continuous

Supervising
Consultant/ UNRA

Continuous

30,000

Road Safety sensitization/campaigner


in
place.

Quarterly

UNRA/Supervising
Consultant

Continuous

30,000

Regularly cleaned areas


around the Asphalt
plant; and

Continuous

Supervising
Consultant/NEMA

Continuous

Built in the
contract sum

A gender Specialist to
conduct gender sensitization recruited by the
project.

Conduct gender sensitization in the project; and

20.

Road Safety

21.

Asphalt plant
operations

Construction
based activities will likely
involve
a
number
of
equipment and
construction
fleet on the
road.
Processing of
asphalt
through heating.

Incidence
accidents
likely rise.

of
will

Generation
of
bad odours and
cause
atmospheric pollution.

Employment of a
Gender/Social Specialist on the project
to oversee gender
issues in the project.
The project procures
services of Road
Safety campaigner to
conduct sensitization
campaigns of safety
aspects of the road be
put in place.

Asphalt plant to have


in-built heating processes that emit minimal odours;
Provide workers on
the Asphalt plant with
PPEs; and
Regular cleaning of
the area around the
Asphalt plant.

PPEs for the workers on


the Asphalt plant.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

No.

Project
Component

22.

Safety
workers

of

23.

Generation of
waste from
the camp site
and
sites
where works
are
undertaken

24.

Activities

Impacts

Mitigation Measures

Results Indicators/Reference Situation/baseline


PPEs in place

Period

92

Surveillance

Cost (USD)

Responsible Entity

Frequency

Construction

Supervising consultant

Continuous

Embedded
in the works
contract

Number of employees
dedicated to maintenance of camp site
cleanliness and hygiene;
Presence of waste collection facilities e.g. bins
located in strategic
places in the campsite.
Copies of evidence of
agreements with suppliers of tyres, batteries
showing their commitment to pick the used
items.
Paved storage areas
around the fuel pump;
Fire fighting equipment
in place;
Oil interceptor in place.

Continuous

Health
Inspectors
from
the
areas/Supervising
Consultant/NEMA

Continuous

Integrated
into
the
works contracts.

Continuous

NEMA/Supervising
consultant

Continuous

Integrated in
the works
contract.

Exposure
to
different project work environment.
Operations of
the camp site
are like to
generate office
and domestic
waste of varying degrees.
Waste in terms
of solid waste
such as polythene
bags,
effluent waste
etc.

Accidents
and
related
work
risks

Provide workers with


appropriate PPEs

Pollutions and
disease concerns.
Putting in place
waste collection
bins in strategic
positions in the
compounds.

Exercise good hygiene in the camp site


through
routine
cleaning of toilets,
compound and areas
of project activities.
Hazardous
wastes
such used oils, lubricants, old batteries
and tyres be recollected by their suppliers.

Storage and
dispensing of
fuel

Operations of
the fuel/diesel
pump facility

Concerns over
oil/fuel spillages
from fuel pump
areas and workshop areas of the
project.

Areas where fuels


and lubricants are
stored be paved and
of standard types;
Standby fire fighting
equipment in place
around such areas;
Put in place standard
oil interceptors in
place;
The facilities should
be for filling not servicing plant and
equipment.

25.

Earthworks

Disruption of
public utilities
(water, electricity
and
telephone
lines)

UNRA to liaise with


utility providers

Modalities of payments
for utility relocation in
place.

Construction

Supervising
neer

Engi-

Continuous

Embedded
in the costs
for
works
contract

26.

Clearing,

Earth

Interruption in
delivery of public services such
water and telephone communication and electricity supply
Potential loss of

Compensation

Budget

Continuous

Supervising

Con-

Continuous

10,000

works

for

for

roadside

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

No.

Project
Component

Activities

grabbing and
earth works.

will
likely
impact on the
roadside vegetation

Impacts

useful trees such


as oil palm,
mangoes
and
bananas

Mitigation Measures

lost trees;
Compensatory
tree
planting;
Restrict works to only
desired sections to
minimize loss of
vegetation.

Results Indicators/Reference Situation/baseline


trees in place; and
Number of trees planted.

Period

93

Surveillance
Responsible Entity

Cost (USD)

Frequency

sultant/UNRA

TOTAL COST FOR ESMP IMPLEMENTATION

175,000

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

94

Table 7.2: Summary of Social Impact Mitigation//Enhancement Measures


Potential Impact
Enhancing employment opportunities

Maximizing purchase of local


goods and services

Proposed Avoidance and Mitigation and enhancement Measures


establish a recruitment policy which favours
Ugandans and local residents with specific targets for women and other vulnerable
advertise criteria for skilled and unskilled jobs
using local media
Support adult education for those with limited
skills Support community projects

Assess local and district capacity to supply

Maximize local skills improvement

goods and services


set procurement targets for , local suppliers
and women
train local contractors to ensure future opportunities
build capacity of local contractors for small
scale repair work
Avail opportunities for development &, promotions for locals- both women and men
Support adult education to meet minimum
requirements

Food insecurity due to increased


prices and loss of land acquired
by NRC

the recruitment and skills development policy to


focus on the economically vulnerable groups
provide improved seeds
Ovoid displacement where possible

Landless and limited access to


housing and other services due to
displacement

Compensate in kind and resettle those who are


most vulnerable orphans, widows and the landless

Increased women and child poverty as they are abandoned by


family head

Introduce joint account


Involve LC, probation officer and NGOs
Support community projects

Increase in spread of HIV/AIDS


among host

Partner with local government and NGOs


to deliver an HIV/AIDS awareness programme amongst employees contractors
and communities.
Establish a community engagement plan
to ensure on-going identification issues
and concerns.
Promote use of protective equipments and
distribute condoms
Put in place effective VCT and Emergency health facilities

Responsible Agency
MGLSD
MOWT,
UNRA
District and Local authorities
Local and Women council
Contractors
CDOs
UNRA
Contractors
MoWT
Development Partner

Development Partner
Contractor

Contractors
UNRA
District and local leaders
Women council
NGOS
Development partners
UNRA
Contractors
Local government
NGOs
UNRA,
Contractors
District and local leaders
Women council
Development partners d
NGOS
UNRA,
Contractors
District and local leaders
Women council
Development partners d
NGOS
PLWHA

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Potential Impact

Increased risk of Malaria

Proposed Avoidance and Mitigation and enResponsible Agency


hancement Measures
Train peer counsellors and volunteers.
Recruit a Welfare Officer or liaise organize workplace HIV/AIDs related activities.

Health hazards and safety

minimise the creation of mosquito breeding areas - open ditches and stagnant water
educate all workers about the measures
for mitigating malaria transmission,
Equip health centres around the construction sites and works camp

For workers

health and safety training skills staff


compensation schemes
Provide protective wear
emergency health facilities at construction
sites
public toilets
For communities and general public

Road accidents

95

Contractors
Ministry of Health
District Medical officers
Community health workers

Contractors
Ministry of Health
District medical officers
MGLSD
Local government

Inform workers, visitors and contractors


about potential hazards & endemic disease of the local landscape.
Routing traffic away from wetland areas,
Put in place dust and emission minimization, speed controls, and noise suppressors
Public toilets

A holistic approach focusing on educational and communication enforcement


and engineering.
sustained education and communication
campaign
Standardize helmets, safety belts and
speed governors by UNBS
Equip hospitals and health centres
quipped with an ambulance, stretchers
and first aid kits
Work with National Trans port Safety
Council and Arrive Alive
Provisions for underground path, flyovers, signposts, humps and zebra crossing road bridge walkways for NMT and
pedestrians.

MoWT
UNRA
Uganda Safety Council
Traffic Police
Uganda Bureau of Standards
Local leaders
NGOs- Arrive Alive
Contractors

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Potential Impact
Increasing accidents affecting
women, children, elderly and
PWDS

Proposed Avoidance and Mitigation and enhancement Measures


ensuring wide pavements to enable the improve mobility
raise awareness about white canes, raised
zebra crossings
Providing clear road signs and education of
the public about the deaf.
provision of bells, alarms, reflectors, and
direction indicators at cross roads
Improve orthopaedic workshop with adequate materials to make equipment for all
forms of disability
adequate lighting on the streets and subways
provide traffic and road safety education at
the affected schools
Support local government to improve community under the component of the social
fund
Contractors provide own social infrastructure
upgrade and maintain community and
feeder road

Increased Pressure on Social Infrastructure and Service Delivery


(direct)

Interruption and blocking access to social services due to


temporary closure of access
roads

Informed communities in advance of any


planned disruption to community infrastructure and services
Provide alternative arrangements in case
of unplanned interruption,
providing an alternative potable source of
water until the water supply can be reinstated
implement a grievance procedure that is
easily accessible to community

96

Responsible Agency
MoWT
UNRA
Uganda Safety Council
Traffic Police
Uganda Bureau of Standards
Local leaders
NGOs- Arrive Alive
Contractors

Contractors
Central and District government
UNRA
Development Partners

Local leaders
Contractors
UNRA

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Introduction of negative subculture or social disorders due


to anti-social activities

Increase in the social Ill

Increasing community and family conflicts

Perceptions of Corruption and


lack of community participation-

Contaminating waters sources


due to flooding

97

Employ local people


Develop an operations personnel works
code of conduct.
Periodic training on community relations
and culture
Drug and alcohol abuse prevention programme
Zero tolerance of bribery or requesting
gifts from villages.
As above
Zero tolerance of bribery or requesting
gifts from villages.
Zero tolerance of unlicensed prostitution;
illegal sale or purchase of alcohol; sale,
implement a grievance procedure that is
easily accessible to local villagers,
Awareness raising among local villages
regarding the grievance procedure.
Appoint a permanent community liaison
officer to interact with the communities.
Even and transparent distribution of resources and benefits.
Introduce and encourage joint accounts
for payments
Involve probation officer and LC to resolve family issues
Maintain constructive relationship with
the community through an elaborate
communication strategy
.Monitor community attitudes to the project through community.

Contractor
Ministry of Ethics
Districts and local authorities

Identify alternative sites or routes through


protection of specific resources.
Divert the flow of surface water around
the site
Develop a site drainage plan to reduce
storm water flow water is discharged
from the site.

Contractor

Soil erosion clearing of vegetation

Support tree planting activities on the bare hills


Support soil and water conservation measures

Fuelwood shortage and increase


distance to collect firewood due
to clearing of woodlots and
vegetation

Introduce fuel wood savings stoves


Support tree planting

Contractor
Local leaders
UNRA

Contractors
Local and women councils
Probation officers
NGOS
Contractor
UNRA

Development partner
Local government
Contractor
Development partner
Local government
Contractor

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Environmental Management and Monitoring


Planning

8.1

Overview

98

The monitoring programme for the present project will be undertaken to meet the following
objectives. To:

check whether the proposed mitigation and benefit enhancement measures have actually been adopted, and are effectively put into practice;

provide a means whereby any impacts which were subject to uncertainty at the time of
preparation of the ESIA, or which were unforeseen, can be identified;

provide a basis for formulating appropriate additional impact control measures; and

provide information on the actual nature and extent of key impacts and the effectiveness of mitigation and benefit enhancement measures which, through the projects
feedback mechanism, can improve the planning and execution of future and similar
projects.

Compliance monitoring is usually given more emphasis in the case of road projects because
most impact control measures are incorporated in the project designs and contract documents. In such cases, the extent to which recommendations on such items as set out in the
ESIA are complied with plays a major part in determining the overall environmental performance of the project.

8.2

Project Monitoring Phases

8.2.1 Pre-construction Phase monitoring


Monitoring during the pre-construction phase of the project will be concerned with two aspects:

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

99

Confirming that the appropriate environmental protection clauses have been included
in the contract documents to allow control of actions by the Contractor which are potentially damaging to the environment; and

Checking whether the project designs and specifications incorporate appropriate measures to minimize negative impacts and to enhance beneficial impacts.

8.2.2 Construction Phase Monitoring


Environmental monitoring during the construction phase will comprise two sets of activities.
Namely:

Review of the Contractors plans, method statements, temporary works designs, and
arrangements relating to obtaining necessary approvals from the Engineer, so as to ensure that environmental protection measures specified in the contract documents are
adopted, and that the Contractors proposals provide an acceptable level of impact control; and

Systematic observation on a day-to-day basis of all site activities and the Contractors
offsite facilities including quarry and borrow areas, as a check that the contract requirements relating to environmental matters are in fact being complied with, and that
no impacts foreseen and unforeseen are occurring.

These activities will be fully integrated with other construction supervision and monitoring
activities carried out by the construction supervision consultant. Primary responsibility for
ensuring that an adequate level of environmental monitoring is carried out will lie with the
Supervising Consultant/Resident Engineer (RE), as part of his duties connected with general site supervision. Actual monitoring on a day-today basis will be carried out by the site
staff from the construction supervision consultant, under the direction of the RE.
The majority of monitoring will comprise visual observations, carried out at the same time
as the engineering monitoring activities. Site inspections will take place with emphasis on
early identification of any environmental problems and the initiation of suitable remedial
action. Where remedial actions have been required on the part of the Contractor, further
checks will need to be made to ensure that these are actually being implemented to the
agreed schedule and in the required form.
Monthly reports prepared by the RE should contain a section referring to environmental
matters, which summarizes the results of site monitoring, remedial actions, which have
been initiated, and whether or not the resultant action is having the desired result. The report will also identify any unforeseen environmental problems and will recommend suitable additional actions. Progress meetings with the Contractor will also include a review of
environmental aspects. In addition to visual observation, it is particularly important that
monitoring should also include limited informal questioning of people and local community leaders who live near to the project areas since they may be aware of matters which are

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 100

unsatisfactory, but which may not be readily apparent or recognized during normal site inspection visits.
Prior to the commencement of construction, the RE his/her Environmental Specialist will
develop environmental inspection checklists for site use and it will facilitate systematic
monitoring and recording. These may require modification in the light of site experience,
and it is recommended that a review of their adequacy and ease of use should be carried out
approximately 3 months after the commencement of works.
It is proposed that, the monitoring program could be based on project ESMP and NEMA
Approval conditions for the project as well as other national Specifications for road projects provided by UNRA.

8.2.3
Environmental Monitoring Indicators
Some of the monitoring indicators amongst others to be monitored are:

Soil erosion and sedimentation control measures put in place by the Contractor;
Number of trees planted on the road reserve areas;
Hectares of areas planted with grass as part of re-vegetation programme;
Number of rehabilitated and graded sites at quarries, borrow pits, at steep slopes;
Gender mainstreaming i.e. involvement of women in the project activities,
HIV/AIDS Sensitization Programme put in place;
Volume of spoil disposed into approved locations (which should be outside the road
reserves);
Dust suppression measures instituted and implemented by the Contractor;
Traffic control measures put in place during construction phase of the project;
Contractor noise control measures put in place and operationalized;
Number of PAPs resettled and compensated;
PPE procured by the Contractor; and
Records of workers issued with the PPEs materials.

The monitoring program is to be based on ESMPs and NEMA Approval conditions for the
project as well as on the Specifications for Roads that relate to Environment, Occupational
Safety and Health, Gender and HIV/AIDS and other cross cutting issues.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 101

Table 8.1: Summary of Environmental and Social Monitoring Framework


No.

Environmental/Social
Issue

Monitoring Indicators

Agency/Entity Responsible for Monitoring

Monitoring Activities
to be undertaken

01.

Preconstruction issues
(Surveying etc).

Number of sensitization meetings


held;
Minutes of sensitization meetings; and
Availability of a sensitization
programme in place.

Resident Engineer and


UNRA

Checking records

02.

Land and property expropriation impacts

RAP implementation schedule in


place;

Resident Engineer and


UNRA

Frequency of Monitoring

Unit Cost (USD)

Once each quarter

Embedded in
ESIA costs

Inspection of RAP
documentation process

Quarterly

15,000 USD

Resident Engineer/Ruharo Water


Works

Meetings and documentation checks.

Regularly

10,000 USD

Resident Engineer

Site inspections and


document reviews

Weekly

Embedded in the
BoQs for the project.

Copies of agreements between


the Contractor and, landlords;

UNRA, Resident Engineer

Inspection

Monthly

Embedded in the
BoQs for works
contracts.

Overburden stockpiles in place;


Approvals for use of cut to spoil
materials
Record of areas where cut to
spoil will be disposed available;
Approval of the RE for such a
site in place.

Resident Engineer

Inspections and document reviews

Quarterly

In the BoQs for


the road project.

Lists of PAPs paid off; and

03.

Impacts on Water Works


at Ruharo.

04.

Soil erosion concerns


through soils excavations
for construction materials,
clearance for access
routes in the identified
borrow areas and during
earthworks.
Excavation of borrow pits
and construction of access
roads and camp sites

05.

06.

Management of cut to
spoil in which, cut to spoil
is sometimes deposited in
swamps, forests on used
for reclaiming sites.

Records of PAPs in place.


Water Analysis indicators attached in appendix (TSS, TDS
etc).

Soil control measures such as


levelling overhanging cliffs
done; and
Stockpiling of borrow over burden materials.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 102

No.

Environmental/Social
Issue

Monitoring Indicators

Agency/Entity Responsible for Monitoring

Monitoring Activities
to be undertaken

Frequency of Monitoring

Unit Cost (USD)

07.

Social conflicts and crime


issues

Resident Engineer

Document reviews

Monthly

To be embedded
in the project
BoQs for the
works.

08.

Occupational Safety and


Health

Resident Engineer

Site inspections

Regularly

Costs are part of


their roles in Local Governments.

10.

State of workers camp


site

Resident Engineer,
DEOs, Municipal Public
Health UNRA

Site inspections

Regularly

Will be part of the


BoQs for the
works contract.

11.

Tree planting

Employment laws in place;


Workers accommodation in
place;
Minutes of meetings with law
enforcement agencies in place;
and
An HIV/AIDS service provider
in place and offering services
PPES for workers in place;
Agreements to send back the
used materials to the providers in
place; and
Records of waste materials sent
back to the suppliers in place.
Clearly set out storage facilities
in place.
Site Approval in place;
Separate toilets in place; and
Clearly labelled and legible NO
SMOKING signs displayed in
strategic areas in the camp site
Number of trees planted

Forestry staff

Inspection of trees
planted

Quarterly

10,000 USD

12.

Waste management concerns especially solid and


effluent in the camp site.

Resident Engineer and


SLRA

Document reviews

Monthly

Embedded in the
contract for
works.

13.

Occupational Safety and


Health concerns for the
work force

Waste management strategies in


place;
Contractors ESMP with details
on waste management articulated
therein.
PPEs in place and a Contractor.

Resident Engineer and


Municipal Environment
Officer/DEO
Mbarara/Municipal Public Health Inspectors

Site inspection

Monthly

To be embedded
in the BoQs for
works in the Contractor rates.

14.

HIV/AIDS Interventions
mainstreaming

An HIV/AIDS service provider


in place;
HIV/AIDS intervention programme in place
Reports of HIV/AIDS sensitiza-

Resident Engineer/UNRA

Records reviews

Monthly

15,000 USD

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 103

No.

Environmental/Social
Issue

Monitoring Indicators

Agency/Entity Responsible for Monitoring

Monitoring Activities
to be undertaken

Frequency of Monitoring

Unit Cost (USD)

tion in place

15.

Gender Mainstreaming

16.

Road safety issues accidents during construction


of the road

19.

Loss of access routes to


properties and homesteads
due to anticipated cuts
and fills activities during
road works.

Gender service provider in place;


Reports on Gender mainstreaming in place
Road safety service provider in
place;
Road safety campaign schedule
in place;
Reports of meetings with traffic
police on matters of traffic control available;
Contractor traffic control plan in
place
Records of access routes to be
reinstated in place;
No. of access roads reinstated.

Resident Engineer,
UNRA, MGLSD

Records reviews

Monthly

15,000 USD

Resident Engineer/Ministry of WorksRoad Safety Division,

Document reviews

Monthly

10,000USD

Resident Engineer

Site inspections and


document reviews

Quarterly

Costs are embedded in BoQs

Total Monitoring Costs

75,000

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 104

Major Costs related to environmental enhancement measures that require


physical construction works have been estimated and included in the engineering designs and tender documents. The monitoring and capacity building costs
are estimated and included in this report. Apart from the cost of relocation/compensation and the costs already included in the engineering cost estimate, the other costs of environmental mitigation measures and monitoring is
estimated at USD 295,000 and this is estimate does not include the RAP costs.
These are summarized as follows:
No
01.
02.
03.
04.
05.
06.
07.
08.

Environmental and cost mitigation areas


HIV/AIDS campaigns
Road safety campaigns
Rwemitongore Central Forest Reserve compensation
Tree planting
Gender mainstreaming and monitoring
ESMP Monitoring costs (involvement of line
agencies in monitoring etc)
Capacity Building for UNRA Environmental
Unit
Support to Road Committees
Total ESMP Operationalisation Costs

Cost (USD)
35,000
30,000
70,000
10,000
45,000
75,000
20,000
10,000
295,000

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 105

Institutional and Capacity Building


Arrangements

9.1

Institutional Requirements

The institutional arrangements proposed for the successful mainstreaming of


the environmental and social considerations will be as follows:

9.1.1 The Role of NEMA


NEMA will be responsible for review and commenting on the ESIA reports.
Once approved, NEMA will issue an Approval, including potential conditions
of approval for the proposed construction Mbarara By Pass road. The Approval
Conditions are then sent to UNRA and its implementation will be under the
oversight of the Environmental Specialist and the Sociologist in UNRAs Directorate of Planning.
By mandate, NEMA has the responsibility to monitor, supervise and coordinate
environmental and social compliance of development projects nationally. They
do this through regular field visits to the sites and collaboration with the districts and urban entities responsible for environmental and natural resources
management.

9.1.2 The Role of UNRAs District and Regional Engineers


The District Engineers and Regional Engineers will be responsible for ensuring
that the environmental mitigation measures (ref: conditions of approval) identified in the project are taken up during implementation of the project.

9.1.3 The Role of the Design Engineer


The Design Engineer has the obligation to ensure that the mitigation measures
are included in the Bidding document; including the Bill of Quantities and that
a specific budget is allocated for implementing the mitigation measures.

9.1.4 The Role of the Contractor


Ultimately, the Contractor, in accordance with the Contract provision, will be
accountable for the implementation of the mitigation measures and this will be

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 106

monitored and supervised by UNRA Environmental Unit. As such, the Contractor should also prepare his own ESMP for each sub-project.
In the schedule of works, the Contractor must include all proposed mitigation
measures, and the Supervising Engineers should also ensure that the schedules
and monitoring plans are complied with. This will lend a sense of ownership to
the Contractor. Diligence on the part of the Contractor and proper supervision
during both the construction and defects liability period are crucial to the success of mitigating impacts.
The Contractor on their part will be responsible for planning, implementing and
reporting on mitigation measures during the execution of the project works.
The Contractor will also be required to apply standard quality assurance procedures in full compliance with the NEMA ESIA Approval Permit for this ESIA.

9.1.5 The Role of UNRAs Environmental Unit


UNRA Environmental Unit shall be responsible for oversight, implementation
of mitigation measures and general compliance of the project with the National
Environment Act 135 and related Regulations and Guidelines on environment.
Furthermore, the UNRA Environmental Unit will assume the responsibilities of
ensuring that, the project facilities all comply with environmental and social
requirements as shall be detailed in the contract documents as well as with
other guiding contractual provisions and documentations.
At the end of the construction, UNRA will release the Environmental Restoration License as evidence that all the mitigation measures have been fully implemented by the Contractor.

9.1.6 Role of the Road Committees


The Road Committees are likely to be of help in the project mainly during project implementation and Maintenance/Operation Phase. They will be helpful in
supporting UNRA on aspects of sensitizing communities on the ownership of
the road infrastructure and associated road furniture which is prone to vandalism and identification of workers from the communities to be engaged in the
maintenance regimes of the road.
To effectively be involved in the project and based on the length of the road,
there are likely to be 8 road committees and will all require capacity building
on their roles. During project implementation the Road Committees should be
involved in monitoring and promotion of HIV/AIDS intervention measures on
the road project.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

107

References
1
2

3
4
5
6
7
8
9
10
11
12
13
14
15
16

17
18
19
20
21
22
23
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25
26

EC, Toolkit on mainstreaming Gender Equality in EC Development Cooperation


Feasibility Study, Detailed Design and Supervision of the Reconstruction of Northern
Corridor Route- Mbarara By-Pass, Preliminary Social Impact Assessment Report, 2008
(Dec)
GoU, 1995, The National Environment Statute
GoU, the Constitution of the Republic of Uganda, 1995,
GoU, Road Act (1964),
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GoU, The Historical and Monuments Act (1967).
GoU MoWT (1999). Sectoral and Environmental Policy & Management Assessment of
the First Road Project.
GoU MoWT (2008). Environmental Impact Assessment Guidelines for Road Projects.
GoU MoWT (2008). Roads Sub-Sector HIV/AIDS Policy Statement.
GoU MoWT (2008). Roads Sub-Sector Gender Policy Statement.
GoU MoWT (2008). Roads Sub-Sector Policy Statement for People with Disabilities
and Elderly Persons.
GoU MoWT (2008). Roads Sub-Sector Policy Statement for Occupational Health and
Safety.
GoU MoWT (2008). Roads Sub-Sector Guidelines for Mainstreaming Issues of People
with Disabilities and Elderly Persons.
GoU MoWT (2008). Roads Sub-Sector Guidelines for Mainstreaming Occupational
Health and Safety.
GoU MoWT (2008) Guidelines for Mainstreaming HIV/AIDS in the Roads SubSector.
GoU MoWT (2008). Roads Sub-Sector Guidelines for Mainstreaming Gender.
GoU MoWT (2005). General Specifications for Road and Bridge Works.
Kakiika Sub-County Approved three Year Development Plan, 2007/8 - 2009/2010
Mbarara District statistical Abstract, 2007
Mbarara District three year integrated district plan, 2008
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MFPED, 2002. The Second Uganda Participatory Poverty Assessment Process: Deepening the Understanding Poverty.
MFPED, 2003. Poverty Eradication Action Plan (PEAP) 2004/05-2007/08.
MFPED, 2003. Uganda Participatory Poverty Assessment Process: Policy and Advocacy Message.
MFPED, 2004. How to Prepare a Budget Framework Paper that Addresses Gender and
Equity Issues: A User Manual.

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108

27 MFPED, 2005. Millennium Development Goals: Uganda Prospects of Achieving


Them.
28
29 MGLSD and MFPED, 2003. Engendering Ugandas Poverty Eradication Initiatives.
30
31 MGLSD, 2003. The Social Development Sector Strategic Investment Plan (SDIP)
200308.
32
33 MGLSD, July 2007, The Uganda National Gender Policy, Draft.
34
35 MGLSD, The Employment Act, (2006)
36
37 MGLSD, Employment Regulations (2006).
38
39 MGLSD, The Occupational Safety and Health Act of 2006
40
41 Moyini Y and Muramira E, IUCN, 2001. The Costs of Environmental Degradation and
Loss to Uganda's Economy, with Particular Reference to Poverty Eradication.
42 MWHC, 2002. Updated Road Sector Development Programme (RSDP2).
43 MWHC, Ministry of Works, Housing and Communications, 2003. Draft Transport
Sector Policy and Strategy.
44
45 MWHC, 2003. District Administrative and Operational Guidelines: Gender.
46 MWHC, 2003. District Administrative and Operational Guidelines: HIV/AIDS.
47 MoWHC ,General Specifications for Road and Bridge Works (2005)
48 MoWHC, 2003. Environmental Guidelines for District Engineers Vol.5 Manual B
49 MoWHC, 2003. National Transport Master Plan. Uganda
50 MoWHC, 2004, Environmental Impact Assessment Guidelines for Road Projects
51 MoWHC/ RAFU, 2001. Road Development Phase 3 Resettlement / Land Acquisition
Policy Framework. Uganda
52 MoLG, The Local Government Act, 1997:
53
54 MoLG, The Decentralization Policy, 1993
55 MoLG, Local Governments Act of 1997.
56 Moyini Y., 2002. ESIA Sectoral Guidelines for Wildlife Management in Uganda
57 MoWLE, The Land Act. Cap. 227, Laws of Uganda, 2000
58 NEMA, 2004. Revised Guidelines for Decentralized Natural Resource Management.
59 NEMA, National Environmental Management Authority, 2003. National State of the
Environment Report (2002).
60 NEMA, 2002, Environmental Impact Assessment, Reference Manual
61 NEMA, 1997, Guidelines for Environment Impact Assessment in Uganda
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63 NEMA, 1997. Environmental Impact Assessment Guidelines. Uganda
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Uganda

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69 NEMA, 2003. New Guidelines for Decentralised Environment and Natural Resources
Management. Uganda
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77 Nyakayojo Sub-County Approved three Year Development Plan, 2007/8 t0 2009/2010

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Annex 1: Household Socio-Economic Survey


Questionnaire
PART 1: Questionnaire Identification
Section 1.1
1.1.1
1.1.2
1.1.3
1.1.4
1.1.5

General Information
Questionnaire Number
Interview start time ...Interview finish time.
Name of interviewer
Name of the Study zone..
Name of the sub location
Sub-county.
Parish .
Village..
1.1.6 Date of the survey

PART 2: Household Data


2.1 Name of Respondent
2.2 Sex of respondent:
01) Male 02) Female
2.3 Tribe..
2.4 Age of respondent (in years)..
01) 15 -25 02) 25 35 03) 35 45 04) 45 55 05) 55+
2.5 Status in the household of respondent:
01) Head
02) Spouse
05) Other (specify)

03) Daughter

04) Son

2.6 What is the gender of the household head


01) Male 02) Female
2.7 Age of the household head
01) 15 -25
02) 25 35 03) 35 45 04) 45 55 05) 55+
2.8 What is the total number of people in your household by gender?
Female

Male

Children

Adults

2.9 Do you have vulnerable person(s) in this household? e.g. (tick the appropriate)
01) PWDs
02) Orphan
03) Elderly
04) School drop outs

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111

03) None
2.10 Marital status of the respondent:
01) Married 02) Single 03) Divorced
04) Widowed
PART 3: Education
3.1 What is the highest level of Formal education attained by the household head?
01) Primary
05) None

02) Secondary 03) Post secondary 04) Tertiary/university


06) Other (Specify)..

3.2 How many persons in this household can read and write?
01) None 02) 1-2

03) 2-4

04) 4+

3.3 How many school going children are in this HH?


01) None 02) all 03) 1-2 04) 2- 4 05) 4+
3.4 Do you have any school age children out of school? 01) Yes 02) No
(If no go to 3.6)
3.5 If yes how many are they? BoysGirls
3.6 Give the reason(s) why they are not going to school
01) No school fees
02) Dont see the importance
03) Long distance from nearest school
04) Culture does not allow
05) Assist in domestic work
06) Other (specify).
3.7 How many primary schools are found in this area?
01) 0-2
02) 2-5
03) 5+
3.8 What is the distance to the nearest primary school?........(Km)
01) less than 1 02) 1 -2

03) 2 -5

04) 5+

3.9 How many secondary schools are found in this area?


01) 0-2
02) 2-5
03) 5+
3.10 What is the distance to the nearest secondary school?
01) less than 1 02) 1 -2

03) 2 -5 04) 5+

PART 4: Household Livelihood and Income


4.1 What is the major source of income/livelihood in the HH?

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

112

01) Salaried (professional services)


02) Casual labour
03) Remittance
04) Pensions or savings
05) Sale of farm products (farming)
06) Business (trade)
07) Transport Services provider (e.g. Boda boda) 08) Other (specify)..
4.2 Does any member in the HH run a business?

01) Yes

02) No

4.3 What is the type of business?


01) Formal business 02) Informal business

03) Other (specify).

4.4 Give the gender of the owner of the business 01) Female

02) Male

PART 5: Employment
5.1 What is the main occupation of household head? (circle as appropriate)
01) Technical / professional / managerial
02) Casual labourer
03) Formal trader (with a shop)
04) Farmer
05) Informal trader (stall at the road side 06) Transport /boda boda
07) Civil servant
08) Other (Specify)
5.2 During the last 6 months, have you been engaged in informal employment?
01) Yes

02) No

5.3 During the last season did the household employ any non-household labour on farm
01) Yes
02) No
PART 6: Ownership and Access to Land
6.1 Does the household own land 01) Yes
02) No (if no go to part 7)
6.2 If yes, what is type of land tenure system / ownership?
01) Mailo 02) Lease hold 03) Customary land 04) Squatter /tenant
05) Other (specify).
6.3 How many acres of land is owned by the household?
01) < 1
02) 1 -2
03) 2 5 04) 5+
6.4 How much of the land is being cultivated? (Acres)
01) < 1

02) 1 -2

03) 2 5 04) 5+

6.5 Does the wife own and have access to household land
01) Yes
02) No

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113

PART 7: Ownership of other Assets


7.1 Which of the following assets does your household own?
01) Livestock 02) Motorcycle
03) TV
04) Car
05) Mobile phone 06) bicycle
07) Radio
08) foam mattress
09) Furniture 10) other (Specify)..
7.2 Who owns the asset(s) mentioned above?
01) Shared (Husband and wife)
02) Husband
04) Other (Specify).

03) wife

PART 8: Food availability and Production


8.1 Have you experienced any food shortage in your house hold in the last two seasons?
01) Yes
02) No
8.2 Do you have storage instruments for your crops?
01) Yes

02) No

8.3 What precautions have you taken to ensure that there is enough food for your family
throughout the year?
01) Food stored
02) Change in livestock mix
03) Change in crop mix
8.4 What are the main food crops grown in this area?
01) Bananas 02) Irish potatoes 03) Beans
04) Vegetables
05) Sweet potatoes
06) Millet
07) Sorghum
08) Other (Specify)
8.5 Have you received any agricultural extension services during the last two seasons?
01) Yes
02) No
8.6 Did the household use any of the following modern inputs during the last season?
01) Improved seeds
02) Fertilizers
03) Improved breeds of cattle
04) Tractor
8.7 Do you expect any increase in food prices and productivity with improved road?
01) Yes
02) No

PART 9: Agriculture Marketing Activities


9.1 What crops are grown for marketing?

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

01) Beans
5) Coffee
08) Bananas

114

02) Vegetables
03) Irish potatoes 04) Sweet potatoes
06) Commercial trees 07) Maize
09) Fruits
10) Other (Specify)..

9.2 What is the total acreage grown per season?


Crop
Bananas
Beans
Irish potatoes
Vegetables
Fruits
Maize
Trees
Coffee
Sweet potatoes
Other (specify)..

Acreage
1 -5
1 -5
1 -5
1 -5
1 -5
1 -5
1 -5
1 -5
1 -5
1 -5

5 -10
5 -10
5 -10
5 -10
5 -10
5 -10
5 -10
5 -10
5 -10
5 -10

10 - 15
10 - 15
10 - 15
10 - 15
10 - 15
10 - 15
10 - 15
10 - 15
10 - 15
10 - 15

15+
15+
15+
15+
15+
15+
15+
15+
15+
15+

5 -10
5 -10
5 -10
5 -10
5 -10
5 -10
5 -10
5 -10
5 -10
5 -10

10 - 15
10 - 15
10 - 15
10 - 15
10 - 15
10 - 15
10 - 15
10 - 15
10 - 15
10 - 15

15+
15+
15+
15+
15+
15+
15+
15+
15+
15+

9.3 What is the average amount sold per year?


Crop
Bananas (Bunches)
Beans (Kg)
Irish potatoes(Sacks)
Vegetables (Sacks)
Coffee (Kg)
Sweet potatoes (Sacks)
Fruits (Sacks)
Maize (Sacks)
Trees (Poles)
Other (specify).

Quantity
1 -5
1 -5
1 -5
1 -5
1 -5
1 -5
1 -5
1 -5
1 -5
1 -5

9.4 How much do you earn per year from these crops?
01) Less than 100,000
02) 100,000 500,000
03) 500,000 1,000,000 04) 1,000,000 2,000,000
05) 2,000,000 and above
9.5 What is the distance to the market where you sell your products? State in Km
01) less than 1 02) 1 4 03) 4 -7
04) 7+
9.6 How to you transport your products to the market/collection centre
01) Truck
02) Motorcycle 03) Bicycle 04) Animal cart
05) Head loading
9.7 Who transports these products regularly to the market?
01) Male adult02) Female adult 03) Male child
04) Female child

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

115

PART 10: Livestock and Transport


10.1 Do you have some livestock in household?
01) Yes 02) No (if no go straight to part 11)
10.2 What type of livestock is owned by the household?
01) Cattle
02) Goat 03) Sheep
04) Pig
05) Chicken
06) other (specify)....
10.3 What is the total number owned by the household?
01) 1-10
02) 10-20
03) 20-30
04) 30+
10.4 Which products and quantity do you market and what is the unit price?
Livestock type

Cattle

Goat

Chicken

Products marketed

Quantity
marketed

Unit price

01)Milk
02)Skin and hides
03)Meat
04) Other (specify
.
01)Milk
02)Skin and hides
03)Meat
04) Other (specify..
.
Eggs
01) Mutton
02) Wool
03) Other (specify)..
01) Pork
02) Other (specify)..

Sheep

Pig

Other (specify)

10.5

How do you transport the livestock to the market, who transports it and what is the distance?

Livestock type

Cattle
Sheep
Pig
Chicken
Goat
Other (specify).

Mode of transport
used (see key under
the table)

Distance to markets
1= 0 - 5
2= 5 10
3= 10+

Who transports
regularly
1= Female adult
2= Male Child
3= Male adult
4= Female child

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

1) Truck

2) Motorcycle

PART 11:

3) Bicycle

4) Animal cart

5) Head loading

Transport of Farm Inputs

Type of farm input

Means of
transport
used (see key
under the
table)

Quantity
transported
per year

Unit
price

Distance to
markets
1= 0 - 5
2= 5 10
3= 10+

Fertilizers (Kg)
Manure (Kg)
Fodder (bundle)
Water (Litre)

1) Truck

116

2) Motorcycle

3) Bicycle

4) Animal cart

5) Head loading

PART 12: Ownership and use of Means of Transport


12.1 What means of transport do you own and its use?
Means of
Transport

Used for
Transport of
farm produce

Family
transport

Business
(Transport)

Other

Motor vehicle
Motorcycle
Bicycle
Animal cart
Wheel barrow
Hand cart

12.2 Who uses the means of transport?


Means of Transport

Used by
Male adult

Motor vehicle
Motorcycle
Bicycle
Animal cart
Wheel barrow
Hand cart

Female adult

Male child

Female child

Who transports regularly


1= Adult
2= Child

117

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

12.3 How do you rank the following means of transport in regard to household farming activities?
Means of Transport
Very useful

Useful

Less useful

Not useful

Motor vehicle
Motorcycle
Bicycle
Animal chat
Wheel barrow
Hand cart

12.4 If household does not own any means of transport, what is the reason?
1) Too expensive
2) Have no need for means of transport 3) Easier to hire when need
arises
4) Other (specify)..

PART 13:

Health Services

13.1 Is there any health facility in this sub-county?


01) Yes

02) No

13.2 If yes, which grade is it?


01) District hospital
04) Health centre 2

02) Health centre 4

03) Health centre 3

13.3 What is the distance (specify km or travel time) from household to the nearest social facility?

Social facility
Shopping Centre
Market
Administrative centre
Maternity centre
Family Planning service centre

Distance (Km)
1 -5
1 -5
1 -5
1 -5
1 -5

5 -10
5 -10
5 -10
5 -10
5 -10

10 - 15
10 - 15
10 - 15
10 - 15
10 - 15

15+
15+
15+
15+
15+

13.4 Have you received any immunization services in the last six months?
01) Yes
02) No
13.5 Have you completed your immunization vaccines?
01) Yes
02) No
13.6 Are you visited by a community health worker? 01) Yes
13.7 How often do they visit the community?
01) Once a month
02) Twice a month
04) Twice a year
05) Never

02) No

03) Once in 3 months

13.8 Do you access antenatal care services in your sub county?

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

1) Yes

118

2) No

13.9 Where do women in your parish go for delivery?


1) Remain at home
2) Visit a recognized traditional birth attendant
3) Health centre 2
4) Health centre 3
5) Health centre 4
6) Visit referral hospital
7) Others
13.10 Have you heard of HIV/AIDS?
01) Yes
02) No (if no go to 13.4)
13.11 If yes, what is the main source of information?
01) Radio/TV
02) Newspapers/magazines 03) Other people
04) Public gatherings (markets, schools, church etc.)
05) Clinic/local boards
06) Self-help clubs
07) None
08) other (specify)..
13.12 What information have you heard about HIV/AIDS?
01) It kills
02) Incurable 03) Contracted through sex and blood transfusion
Does not discriminate
05) Other (specify).

04)

13.13 According to you what are some of the STDs common in your area?
1) Syplis
2) Gonorrhoea
3) HIV/AIDS
4) Others (specify)
13.14 According to you, what are the major causes of HIV/AIDS in your sub county?
1) Irresponsible sexual behaviour
2) Blood transfusion
3) Sharing of sharp instruments such as syringes, razorblades etc
4) Mother to child transfusion
5) Others
6) Dont know.
13.15 Do you have any member(s) of your household with chronic diseases?
01) Yes
02) No

PART 14:

Water Services

14.1 Please state all main sources from which your household collects water for domestic use?
01) Gravity/ Communal tap 02) Borehole
03) Protected spring
04) Valley dam
05) Unprotected spring
06) Shallow well
07) others
14.2 What is the distance to the nearest source of safe drinking water?
Source type.km.
01) Less than 1

02) 1- 2

03) 3 5 04) 5+

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

14.3 Who collects the water?


01) Male adult 02) Female adult 03) Male child

119

04) Female child

14.4 How many trips are made per day?


01) 1 3
02) 3 5
03) 5+
14.5 How do you make water safe for drinking?
01) Boiling 2) Water guard
3) Filtering

PART 15:

4) Chlorine

Source Of Energy

15.1 What is the main source of energy for lighting?


01) Firewood 02) Paraffin 03) Solar 04) Electricity
b) What is the main source of energy for cooking?
01) Firewood 02) Paraffin 03) firewood 04) Electricity
15.2 What is the distance to this source of fuelwood?
01) Less than 1
02) 1- 2
03) 3 5 04) 5+
15.3 Who collects the fuelwood?
01) Male adult 02) Female adult 03) Male child

04) Female child

14.4 How many trips are made to collect fuel wood per week?
01) 1 3
02) 3 5
03) 5+

PART 16: Road Conditions And Transport Requirements


16.1 How far is the nearest motorable road from your homestead in Km?
01) Less than 1

02) 1 - 3

03)3 - 5 04) 5+

16.2 Have road accidents affected any of your household member(s)?


1) Yes
02) No
16.3 In your opinion have the transport services improved/worsened in the last 3-5 years
01) Worsened b02 Improved

03) Same

04) dont know

16.4 What do you consider to be the most positive impact/benefits that this project (Mbarara
bypass) will bring to your household?
01)
02)
03)
04)
05)

Employment opportunity
Improve access to social services
Increase agricultural productivity
Improve transport services
Other (specify)..

16.5 What do you consider to be the negative impact that the improved road will bring about to
your household?

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

01)
02)
03)
04)
05)
06)

120

Accidents
Increase spread of diseases
Displacement of some people
Robbery
Destruction of some natural resources/environment
Other (specify)

16.6 What is your opinion regarding opportunities for promoting positive socio-economic development along the road corridor?
01)
02)
03)
04)
05)

Social Development fund


Construction of public markets
Promote local community tourism
Promoting and showcasing local culture and products
Provision of improved social services

PART 17:

Leadership

17.1 Are you a member of any committee? (LCs, Church e.t.c)

01) Yes

02) No

17.2 Have you and your family been assisted by any support programmes?
01) Yes
02) No
17.3 If yes, give names of the organization and type of assistance currently given.
Organization
Type of support
01)
01)
02)
02).
03)
03)..

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Annex 2: Parishes and Cell that Make


up Kakiika Sub-County
Parish
KAKIIKA PARISH

NYARUBANGA PARISH

KAKOMA PARISH

Cells
1.
2.
3.
4.
5.
6.
1.
2.
3.
1.
2.
3.
4.

Butagatsi Cell
Makenke Cell
Nyakabungo Cell
Nyakiziba Cell
Rwenbuyenje Cell
Kacence Cell
Nyarubanga Cell
Kafunjo Cell
Stock Farm Cell
Kakoma Cell
Kyarwabuganda Cell
Katebe Cell
Kempungu Cell

1.
2.
3.
4.
5.
6.

Rwemigina Central Cell


Kabingo Cell
Rwebihuru Cell
Buremba 11 Cell
Buremba 1 Cell
Kenkombe Cell

RWAMIGINA PARISH

BANUTSYA PARISH
BANUTSYA PARISH
1. Akashengye Cell
2. Kagorogoro Cell
3. Rukiri Cell
4. Keitambwa Cell
5. Bunutangire Cell
6. Kyahi Cell

121

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

122

Annex 3: Agricultural and other Economic Activities in


Kakiika
Major Crop production
Crops
Beans
Matooke ( Bananas)
Millet
Maize
Coffee
Major Livestock Production
Cattle
Goats
Sheep
Trade and Industries
Trading Centres
Licensed trading activities
No. of Markets

No. Households
920
850
200
180
80
150
250
16
8
386
2: Kabagarame & Koronorya

Carpentry workshops
4
Metal workshop
1
Bakeries
3
Crafts Workshops
1
Milk Collecting Centres
3
Grain milling Machine
2
Coca-Cola Industry
1
NAADS Coordinator, Kakiika Sub-County

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

123

Annex 5: Quality and Access to Social Services in


Kakiika Sub-County
Demography

Total population :14767


Female: 8383
Male: 6384
Population Growth Rate:180 Person (sq km)
Death Rate: 0.5%
Birth Rate: 5.5%

ROADS Network

Bitumen:27km
Gravel: 6km
Community Access:23km

Health Status

1(one) health and vaccination centre- Bunutsya HC2


Average distance to health centre: 3km
Latrine coverage is 55% in the Sub-county
while mortality rate it is _222%, infant mortality rate
is -0.5%

Water Coverage

22 Bore holes
3 shallow wells
3 Unit Protected Spring
3 Institution rain water tanks i.e. Kyahi Primary
School, Rwebishuri Primary School and Katebe Primary School.
3 water dams (Kakoma)
50 household water tanks (roof harvested)

5 Primary schools (government aided)


2 private schools
1 secondary schools
1 technical schools
Total enrolment for girls:1176
Total enrolment for boys: 1068
Teacher to pupil ration :1.48
Dropout rate for boys: 30%
Drop out for girls: 46.6%
Literacy Rate: 54%

Education:

Source: Kakiika Development Plan, 2008

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Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Annex 6: Details of community Meetings


including dates, venue and number of
participants in 6 parishes
Number of
Participants
10

Women

Men

Sub-county head Offices- Kakiika

14

Sub-county head Offices- Nyakayojo

Kagando Trading Centre

24

15

Bwenkoma TC

37

15

22

Nyakanoni

34

18

16

Nyakanoni A & B
Kafunyo PS

75
33

50
12

25
21

Butagatsi Trading Centre

84

33

51

Kakiika Prisons

Kagando A
Ishanyu Paradise

63
30

39
18

24
22

Supply Chain Manager


office- Makenke

Kyarwabuganda

35

15

20

Rukindo
Kyamugorani- Kacence

62
4

35
2

27
2

Stock Farm

Data

Meeting

Venue

4.1.09

Mbarara Municipality
political leaders and
Technical staff
Kakiika Sub-county
political leaders and
technical Staff
Nyakayojo Subcounty Political and
Technical Staff
Community and
stakeholders meetingsKagando B cell
Community and
Stakeholders
meeting- Kagando A
Cell
Community and
Stakeholders meetingNyakanoni B cell
Household interviews
Local Council Executive and opinion leaders of Nyarubanga
Parishes
Local Council Executive and Opinion leaders of Butagatsi, Nyakabungo and Kacence
cells
Uganda Prisons Services, Mbarara Prisons
Households Interviews
Community and
Stakeholders meeting
for Ishanyu Trading
Centre
Management of Century Bottling LimitedCoco-cola Plant
LC Executive and
Opinion leaders of
Kakoma Parish
Household Interviews
Meeting with Kyamugorani Church of
Uganda and Primary
School
Zonal Agricultural

Office of the MayorMbarara Municipality

5.2.09

5.2.09

10.2.09

10.2.09

10.2.09

10. 2.09
11.2.09

11.2.09

11.2.09
11.2.09
12.2.09

12.2.09

12.2.09

12.2.09
13.3.09

13.3.09

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Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Data

13.3.09
13.3.09
14.3.09

14.3.09
16.3.09
17.3.09
17.2.09

18.2.09

18.2.09

Total

Meeting

Research and Development Institute


Representative of
Special groups
Household interviews
Local council executive and religious
leaders of Rukindo
Cell
Household interviews
Household interviews
NAADs Sub-county
Coordinator- Kakiika
Kakiika Women councillor and special
group representative
NAADs Sub-county
Coordinator- Nyakayojo
Resident of Lubiri
Trading Centre, Lubiri
Cell-

Number of
Participants

Women

Men

Kagando

30

29

Kacence
Rukindo mosque

103
9

74

29
9

Kafunyo
Kyarwabuganda
Kakiika SC H/Q

65
64
1

33
37

32
27
1

Kakiika SC H/Q

26

26

Nyakayojo SC H/Q

Lubiri Cell

51

19

32

863

474

399

Venue

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

126

Annex 7: Number and names of landowners likely to


be affected in Kakiika
Kagando A

Paskale Katambe, Katembeya, Birungi, Wavamuno


Ahim Ndaula, Charles Ndebwa, Haji Abdu Nsubuga
Muyunga Family, Hajati Sauda, Katirwa and the Institute
of the elderly

Kagando B

Private plantation for Imelda, Agne, Matia Kafeero


Rwegumisa, Imelda Kashaijja, Mrs samu

Kafunyo cell _ Nyarubanga

Mankini, Kyomugurani Prisons, Bamugahare, Kineobwisho, Kyamwiru John, Bagampagire, Katanywa


Rugimbirwa, Kubwa, Karokoro, Karyahure, Mpaka
Kanyabwami, farm, Captain Bashaija

Kakiika Cell

Nyanabungo, Tumwine Wilson, Mugisha Ishanga, Francis


Kyepaka, Lt. Canon. Mukoozi, Patrick Rubaihayo, Tobi
Tamwesigire, Mwebeza, Late Ntumbuya
Late Bampaka, Bishop Bamunoba, Ephraim Kamuntu
Kagangire, Prof. Kagame

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

127

Annex 8: Additional Persons Contacted


Name

Designation

Remarks

Eng. C. Munyambanza

Maintenance/Station Engineer, Mbarara

The By-pass will help to reduce congestion in the


town centre by diverting traffic a way.

Mwebaza Naboth

Senior Water Analyst, National Water and Sewerage


Corporation, Ruharo Water
Works

Avail details of bridge works to NWSC Ruharo,


water management measures to be instituted as well
as estimated duration of the bridge works and this
will guide the Water Works on the cost implications
of project on the operations of the Water Works.
The Developer should then pay compensation for
impacts of project on the water works.

Ms. Mariam Kiconco

Municipal Physical Planner

The road should take into account, the area of the


church at Kyamugorani areas. That area has schools
and the 132 kv power line is close by so all these
should be taken into consideration in the design of
the project. There should fair and adequate compensation for the land and

Mr. Levi Etwodu

Plantation Manager, NFA


Mbarara

The ecological assessment for the NFA Plantation


area should look into the value of the forest in totality than only the land issues. The costs of forest area
uptake should be well captured and studied and the
costs should not only be based on land area but
should include lost carbon sequestration as well and
should be comprehensive.

Ms. Harriet Kabasindi

NFA Plantation Supervisor

The cost of forest area to be taken up should be


compensated.

Mr. Baryaijja Sebastian

Supervisor of Works,
UNRA-Mbarara Station

The By-pass is welcome but compensate the properties and land to be taken up by the project.

Mr. Herbert Tumwebaze

Mbarara Municipal Environment Officer

The report should clearly provide feasible mitigation measures for adverse impacts and with a feasible cost for the ESMP.

Mr. Patrick Arinaitwe

Mbarara Wetlands Officer

The biggest issue is the land uptake and associated


issues of the project in the areas of Rwemitongore
Forest Reserve need to be well capture .

Annex 9: COWI Action on Key NEMA Comments on the EIS for


ESIA for the project
No.
01.
02.
03.

04.

05.

06.

NEMA Comments
Inconsistency in the dates for the submission of the
ESIS
Consultancy Team to sign in original formats than
scanned signatures
Clarifications on the nature/type of the document
being submitted is it a feasibility report or ESIS

Action by COWI
The dates have been accordingly updated to
May, 2010 on all the top/cover pages
Accordingly signed in original formats

Our understanding is, the ESIS Reports are part


of the overall Feasibility Study Reports for the
Road Projects and UNRA has been submitting
them in that format. Possible guidance from
NEMA could guide on acceptable formats for
the titles of the ESIS Reports.
Status of COWI vs KV3 Engineers in the assignment For this assignment, the two Firms formed a
and the consultants who undertook the assignment.
consortium with the manpower as working as
Are they from COWI or KV3?
team for feasibility and the ESIA.
Narrative on Assessment of the Environmental Im- Section 2.0-2.6 pages 8-12 outlines the Alternapacts. The ESIS lacks a comprehensive narrative on: tive/Routings that were considered in choosing
the preferred or current routing. This was at
Environmental impacts of the proposed project
components (in short-term, medium-term, and long early stages of project/route identification.
term impacts, and the mitigation measures for each
Pages 62-72 outlines a synopsis on the impact
category); level of severity of each of the impacts
analysis.
identified (negligible, low, medium, high, reversible, irreversible etc); analysis of alternatives to the
proposed routing; pollution aspects (of air, land wa- Tables 7.3-7.5 has mitigation and monitoring
plans for both
ter etc); waste management (solid waste, sanitary
waste); and a comprehensive mitigation plan and
monitoring plan outlining the various environmental
aspects of the project, and parties to be involved.
Bio-physical as well as social issues.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Annex10: Water Quality Results for Ruharo


Water Works

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Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Annex 11 (a): The Role of the Contractors


Environmentalist
The Contractors Environmentalist will carry out the following roles;

Be responsible for ensuring that all interventions to address environmental


and social issues during project implementation are operationalised;

Play an interphase role between the project and the stakeholders on matters
of project compliance. These will include liason with NEMA, the Districts
and NGOs amongst others;

Ensure preparation of monthly Environmental Reports as part of monthly


progress of the project;

Participate in monthly site meetings and ensure environmental and social


issues in the project get due attention;

Oversee compliance of works of the project by sub-contractors;

At the end of the project prepared a Final Environmental Mitigation Report


detailing contractors satisfactory implementation of the ESMP and other
environmental compliance requirements undertaken during project implementation;

Oversee the implementation of the HIV/AIDS Program in the project.

130

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass

Annex 11 (b): The Role of the Contractors


Safety Officer
The Contractors Safety Officer will carry out the following roles;

Be responsible for all safety aspects of the road project;

Prepare safety records on the project including accidents;

Facilitate safety campaigns and trainings for the site staff including fire
drills and first aid;

Ensure preparation of monthly Safety reports as part of the progress of the


project;

Participate in monthly site meetings and ensure safety issues in the project
get due attention; and

Oversee Occupational, Health and Safety complaince during project


implementation.

Annex 11 (c):

Duties (ToR) of Supervising Consultants


Environmentalist

Work with UNRAs Safeguards Unit in supervising and guiding road


construction contractor.
Undertake scheduled site supervision of state of environmental
compliance as documented or executed by the Contractors
Environmentalist.
Work closely with Station Engineers to establish and sensitize Road
Committees.
Any other specific duties as prescribed in Terms of Reference
developed for the Supervising Consultant by UNRA.

131

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