E833 V. 2 November 2003
ROAD AGENCY FORMATION UNIT
MINISTRY OF WORKS, HOUSING AND COMMUNICATION
KAMPALA-GAYAZA-BUGEMA-ZIROBWE-WOBULENZI ROAD Public Disclosure Authorized
PACKAGE 1: UPGRADING AND STRENGTHENING OF THE KAMAPALA-GAYAZA-ZUIOBWE ROAD PACKAGE II: UPGRADING TO PAVED (BITUMEN) STANDARD OF THE ZIROBWE-WOBULENZI ROAD
PHASE II: DETAILED ENGINEERING DESIGN
FINAL REPORT Public Disclosure Authorized wT
.1
VOLUME B.1.2/1
Public Disclosure Authorized ENVIRONMENTAL IMPACT ASSESSMENT
Preared by PHOENIX ENCINEERING &RESEARCH LTD P 0 Box 28442 Plot 7, Sunmit View Road, Naguru -Kmnpala
Novefber. 2003 Public Disclosure Authorized I Kamoala-Gayaza-Zirobwc-Wobulenzi Road EIA
ENVIRONMENTAL IMPACT ASSESSMENT
TABLE OF CONTENTS
EXECUTIVE SUMMARY v
1 INTRODUCTION ...... _ I 1.1 The Project ...... 1.2 Scope Of Work For Feasibility Study (Terms Of Reference) ..... 1
1.3 Feasibility Study Final Report...... _ .
1.4 Work Carried Out ...... 2 PROJECT DESCRIPTION._...... ___~.__._...... __.__._.__...... _ 5
2.1 The Project Works ...... 5 2.1.1 Alignment Option A - Existing Alignment . . 6 2.1.2 Alignment Option B - Optimised Alignient . . 6 2.1.3 Alignment Option C - Deviations . . 7 2.2 Scope of theStudy...._...... _ _ ... 8
2.3 Previous Reports . ______.... .____...... _. . ... 3 INSTITUTIONAL AND LEGAL FRA^MEWORK OFENVIRONMENTAL
3.1 Overview _...... 9 3.2 Institutional Framework-...... _ 10 3.2.1 National Environment Management Authority (NEMA) . 0 3.2.2 Environmental Liaison Unit (ELU) .10 3.2.3 The Uganda Land Commission .0 3.2.4 Non Government Organisations (NGO) .II 3.3 Environmental and Social Assessment Regulations1..... _.._..__...._ 1l 3.3.1 Enviromnental regulations . I 3.3.2 Social Laws and Regulations .11 4 ENVIRONMENTAL SETT7NG: BASELINE CONDITIONS 1..12 4.1 Location ...... ______._...._._.... _ ___..12 4.2 The Biophysical Environment ... 12 4.2.1 Topography . .12 4.2.2 Climate . .12 4.2.3 Geology and Soils . .13 4.2.4 Water . .13 4.2.5 Air Quality . .13
eIA Final Reporl/28-11-03 Phoenix Kamoala-Garaza.Zirobwe-Wobuienzi Road EILA
4.2-6 Vegetation ...... 16 4.2.7 Fauna...... 17 4.3 The Human Environment ...... 17 4.3.2 Population .. 17 4.3.2 Demographic Structure . .18 4.3.3 Population Density .. 18 4.3.4 Urban and Rural Population . .18 4.3.5 Social Organisation .. 18 4.3.6 Ethnic Groups.11 4.3.7 Land Tenure .19 4.3.8 Economic Activities and Standards of Living . . 20 4.3.9 Agriculture .. 21 4.3.10 Animal Resources . .21 4.4 Cultural Heritage in the Project Area ...... 22 4.5 Administrative A. .... 22 4.6 Public Services ...... 23 4.6.1 Fuel Supply .. 23 4.6.2 Water Supply . .23 4.6.3 Public Health .. 23 4.6.4 HIV/AIDS Control . .24 4.6.5 Schools . .24 4.6.6 Lack of Ancillary Road Facilities . .24 4.7 The Existing Kampala-Gayaza-Zirobwe-Wobulenzi Road_.26 4.8 Settlement Pattern Along the Road ...... _ .. _ . _31 5 PROJECTALTERNA T7VES AND ROAD STRUCTURE REQUIREMENT._... 33 5.1 Road Reserve Area (RRA) and Resettlement Approach....__.. ..33 5.2 The Project Road: Realignment Opffons...... 6 ENVIRONMENTAL IMPACTS AND MITIGATION..__...... _.39 6.1 General ...... _ ...... 6.2 Impact Evaluation Approach ...... 39 6.3 Environmental Impacts of the Existing Road ...... 41 6.3.1 Health Effects Of Present Road Use.41 6.3.2 Current Traffic Accidents .. 41 6.4 Planned Road Works ...... 43 6.5 Traffic Growth Forecasts...-...... _._.. .. 43 6.5.1 Impacts Of Road Works and Future Road Use .44 6.5.2 Short-termn Negative Impacts of Road Works.44 6.5.3 Short-term positive impacts of road works .44 6.5.4 Long-Term Negative Impacts Of Road Works .44 6.5.5 Long-Tersn Positive Impacts Of Road Works .44 6.5.6 Direct Impacts Of Future Road Use .45 6.5.7 Negative Impacts:.4 6.5.8 Positive, Indirect Impacts Of Future Road Use .45 6.5.9 Impacts and Mitigation Measures 45
EIA Final RepoV28. 11-03 ii Phoenix Kampala-Gayaza-Zirobwe-Wobulenzi Road ELA
6.5.10 Biophysical Environment ...... 46 6.5.11 Human Environrent ...... 49 7 ENVIRONMENT MANAGEMENTPLAN ...... 59 7.1 Context of the Plan ...... 59 7.2 Environment Management Plan : Phase I Project Execution ...... 59 7.2.1 Final formulation of the environmental packages . .59 7.2.2 Environmental and Social mitigation at the Implementation Stage: ....61 7.2.3 Monitoring and Responsibility: EMP Phase I . .61 7.3 Environment Management Plan Phase 1 Budget . ... 62 7.4 Environment Management Plan: Phase 2 After Opening Road Upgrade63 7.4.1 Taffic Management ...... 63 7.4.2 Construction of Ancillary Infatructures ...... 64 7.4.3 Ecosystem Protection in the Road Influence Zone ...... 64 7.4.4 Advised Benefit Enhancement Measures ...... 64 7.4.5 Phasing of the Environment Management Plan ...... 65 8 DISPLACEMENTAND INVOLUNTARYSETTLEMENT ...... 67 8.1 Main Characteristics of Settlements along the Project Road.___..... 67 8.1.1 Expected impacts .67 8.1.2 Impact on land and cropped area .67 8.1.3 Impact on constructions .68 8.2 Recommended Mitigation Measures.___...... 8.2.1 Community participation . . 71 9 RESETTLEMENT IMPACTASSESSMENT ...... 72 9.1 Objective of the Resettlement Impact Assessment ...... 72 9.1.1 The Project Impact in respect to resettlement: ...... 72 9.1.3 Cutting of economic valuable trees ...... 73 9.1.4 Loss of agricultural production ...... 73 9.1.5 Displacement of stalls and demolition of Houses ...... 73 9.1.6 Institutions and Organizations ...... 73 9.1.7 Public Utilities and Infrastructure ...... 74 9.1.8 Land Acquisition ...... 74 9.2 Infrastructure and Social Improvement ...... 9.3 Consultation and participation of the population in the resettlement Activities ...... 74 9.4 Institutional Arrangement _. 9.4.1 Sites Affected by the Project ...... 75 9.4.2 Entitlement Framework ...... 75 9.4.3 Institutional Framework & Involvement of Local leaders ...... 76 9.4.4 Implementation strategies of the plan ...... 77 9.4.5 Payment for the lost property and Transparency ...... 81 9.4.6 Monitoring and Mitigation Measures ...... 83 9.5 Reporting Arrangemen ...... 9.6 Resettlement Implementation and Evaluation ...... 85
EIA Final Rpofl2811-03 iii Phoenix Kamoaia-Gavaza-Zirobwe-Wobuienzi Road EIA
10 TOTAL COSTS ...... _ _ 86 10.1 CostofEnvironmentManagementPlan: Phase .... 86 10.2 Resettlement Costs ...... 88 10.3 Total Cost of the Environment Management Plan and Resettlement .... 90 11 CONCLUSIONAND RECOMMENDATIONS ...... -...... 93 11.1 Conclusion ...... 93 11.2 Recommendations ...... 93
APPENDIX A: REPORT ON PUBLIC CONSULTATION ACTIVITY
APPENDIX B: REPORT ON RESETTLEMENT CONSULTATION APPENDIX C: STATISTICAL ABSTRACTS
APPENDIX D: BIBLIOGRAPHY
EIA Firal ReporV28-11-03 iv Phoenix Kamnala-Gavaza-Zirobwe-Wobulenzi Road EIA
EXECUTIVE SUMMARY
This Final version of the Environmental Impact Assessment Reports incorporates comments and recommendations issued by RAFU letters dated 11 October 2001 and October 2003. The EIA proposes alignment B on technical, economical and social aspects. This is furthermore at the light of the decision madc by RAFU selecting Options B for all road sections composing the Project Road the budgeted cost for environmental impact mitigation measures has been validated, whereas the.resettlemcnt cost has been detailed in the separate report Resettlement Action Plan (Packagc I, Part A Volumc I) and Package 11Part A, Volume 1).
The Project Road lies in the districts of Kampala, Mpigi (now the recently forned Wakiso District) and Luwero. It extends north from Kampala to Gayaza (13 km, existing paved road), then continucs north on a gravel road to Zirobwe (31 km) before turning north-west to Wobulenzi (23 kIn). Total length is 67 km. It is part of the road network connecting parts of the rural Central Region with the urban area of Kampala.
The rural area served by the road has a moderate to high agricultural intensity and a relatively high niral population density. The road connects several rural townships and scattered along its length are various villages, trading centres, schools and educational institutes (University and agricultural research centres). The area is characterised by flat-topped hills that rise to an average height of about 1250 m (asl.) and are separated by broad, uniform valley slopes, which descend into extensive swamp areas.
This document is part of the Report of a Feasibility Study to determine the technical and economic feasibility of upgrading the road to a paved standard over its entire length including the upgrading/strengthening of the pavement on existing paved sections. It is Chapter 10 of the Feasibility study Main Report but is bound separately as Volume 2 and reviewed by different Ministries and Agencies.
The Feasibility Study assesses three alignment options for upgrading the project road. * Alignment A, a geometric design laid over the existing road centreline; * Alignment B, an upgrading of the project road within the existing corridor, and * Alignment C, containing four deviations.
The Feasibility Study also assesses different road cross-section options, but because these options differ by up to only I m, their difference is not significant in terms of the EIA.
Alignment A was abandoned early in the Study for engineering reasons (sub-standard road geometry). Consequently Alignment option B is the alignment evaluated in this EIA.
The EIA overviews the institutional framework of environmental policy (Section 3) and establishes the baseline conditions of the biophysical and human environment as related to the project (Section 4).
EIA Final Rewoni25-l 1-03 v Phoenix Kampala-Gavaza-Zirobwe-Wobulcnzi Road EIA
Public consultation has been carried out at two levels. Firstly public consultation was undertaken with stakeholders along the project corridor. The participants in the consultation process had a strong conviction that paving the road will have a positive and profound impact on their lives and livelihood, and they were genuinely grateful for this "overdue" development. Negative impacts, like road safety, were cited. (Refer Appendix A).
The second level of consultation was with representatives of affected people. (Refer Appendix B). People were in favour of the project from a development viewpoint, but sought fair and reasonable compensation, being replacement cost. Time for people to construct new homes was commonly cited. The feedback from this consultation process has been taken account of in determining the Resettlement Action Plan and RAP budget. (Sections 8 and 9). On the basis of compensation rates determined by the Chief Government Valuer, the RAP budget is Ush 638,155,641=(Package I USh 428,229,500= package II Ush 209,826,141=) for Alignment B.
The EIA identifies the following categories of impacts: Biophysical Environment * Erosion from new excavations and other works * Water and soil pollution * Air pollution and dust during and post construction * Noise and vibration during and post construction * Landscape deterioration by earthworks * Surface and groundwater drainage obstruction and pollution * Soil erosion and sedimentation
Human Environment * Loss of farmland and habitat * Construction safety risks * Health hazards during road construction * Employment generated by the project * Benefits for local SME * Water-borne diseases. * Displacement and Involuntary Resettlement * Expansion of feeder road network * Hazards for livestock * Activation of transmission corridors for diseases, pests and weeds * Road safety hazards * Demographic pressure and unsustainable land use * Community and environmental services * Economic benefits
The positive and negative effects of these impacts are assessed in relation to the construction phase and the post-construction phase since the control and mitigation of the two phases are undertaken by different agencies. The construction phase includes all impacts resulting from the construction of the road and the activities of road construction itself. These will largely be under the control of the Contractor under the supervision of RAFU Environmental Unit who, in close collaboration with MOWHC, will have responsibility for monitoring and control. The post-construction impacts are the more indirect impacts resulting from the changes in the environment due to the road upgrading.
EIA Final Report/28-11-03 vi Phoenix Kamoala-Gavaza-Zirobwe-Wobuienzi Road EIA
Suitable mitigation measures are proposcd in Section 6 and form the basis of the Environment Management Plan. The budget for the EMP is USh 886,400,0001= for Alignment B
The Resettlement Action Plan (RAP) provides the detailed assessment of resettlement needs and evaluates the funding rcquirements in compliance with the World Bank OP 4.12
Budget costs for the EMP and the RAP have becn incorporated in the Main Report on the Feasibility Study for the road upgrade and will be fully reflected in the allocated project funding.
The recommendation of the Environmental Impact Assessment is for Alignment B. * The Environment Management Plan described therein is implemented;
* The budget for the Environment Management Plan identified therein is included in the cost of the project put forward for funding;
* The budget for the Resettlement Action Plan also identified therein is included in the cost of the project put forward for funding.
It is also a recommendation of the EIA to follow the suggestions of the World Bank to limit the areas to be cleared from constructions and crops to the minimum indispensable for road widening.
EIA FiA Rpozmtn-I 1-03 vii Phoenix I Kamoala-Gavaza-Zirobwe-Wobulenz Road EIA
I INTRODUJCTION
1.1 The Project
The Kampala-Gayaza Road is a paved road, which commences at the Kalerwe roundabout on the Bombo Road and initially passes through the urban fringe of Kampala (4.51an) then traverses (9km) through a rural environment in rolling terrain to Gayaza. The Gayaza- Bugema-Zirobwe-Wobulenzi Road is a murram (gravel) road (53.9km). From Gayaza, the road traverses fertile agricultural countryside in a rolling terrain via Zirobwe to Wobulenzi where it rejoins the Bombo Road, which is the primary road linking Kampala with the Gulu area in the north of Uganda.
The location of the project road is illustrated in the Figure 1.1.
The Project is in two parts. The objective of each part of the Project is
Part A: Feasibility Study. Objective: To determine the technical and economic feasibility of strengthening the existing paved road and upgrading the existing murram road to paved standards. Part B: Detailed Engineering Objective: To undertake detailed engineering design, depending on the results of the feasibility study, and prepare standard bidding documents for bidding.
The present reporting is for Part A: Feasibility Study and this Environmental Impact Assessment is part of the Final Report for the Feasibility Study.
1.2 Scope Of Work For Feasibility Study (Terms Of Reference)
The scope of consultancy services for the Feasibility Study are fully detailed in Clauses 6 to Clause 9 of the Terms of Reference (TOR). In summary, the scope of works for the Feasibility Study are:
* to review the available documentation provided by the Client; * to perform works required to obtain objective (a) of the Project objectives; * to carry out an Environmental Impact Assessment and a Resettlement Impact Assessment; * to consider alternate design standards and alignments as a basis for economic evaluation; * to prepare financial and economic cost estimates for the proposed altematives; * to determine optimum alignments, design standards, starting date and staging schedule for the upgrading works; to present detailed benefit streams for each alternative.
EIA Fiml ReponV28-11-03 Phoenix Kampala-Gavaz-Zirobwe-Wobulenzi Road EIA
13 Fesibility Study Final Report A Final Report, which summariscs all the work perforned and the findings and recommcndations of the Feasibility Study, has been prepared. The Final Report is comprised of a Main Report, Drawings and Annex (as detailed below). This Environmental Impact Assessment is part of the Main Report but it is bound separately for independent review by various agencies. The structure of the Final Report is as follows: VolumeB.l.I MainReport Chapter 1: Introduction Chapter 2: Geology And Ctimate Chapter 3: Soils And Materials Chapter 4: Topography Chapter 5: Hydrology And Hydraulics Chapter 6: Traffic Chapter 7: Alternative Alignments Chater 8: Road Geometric Design Chaptr 9: Pavement Design Chapter 10: Environmental Impact Assessment (bound as Volume 2) Chapter II: Bill Of Quantities And Construction Cost Estimates Chapter 12: Economic And Financial Evaluation Chapter 13: Conclusions Appendices A CBR Tables and Plots B Run-Off and Peak Discharge Calculations C Preliminary Hydraulic Design For Bridges And Pipe Culverts D References for Hydrology and Hydraulics Study E Tables of Geometric Design F HDM-4 Outputs
Volume B.1.2/1 Environmental and Social Impact Assessment Volume B. 1.3 Drawings: Maps, Plans, Profiles, Typical Cross-sections and Details. VolumeB.1.4 Drawings: Cross-sections
Volume B.1.5 Annex I Traffic Count And O-D Survey 2 Soils And Materials Investigations And Tests 3 Benchmark Description Cards 4 Road Design Geometric Tables 5 Unit Rate Cost Analysis
A Resettlement ACtion Plan for alignment (Kampala to Zirobwe) and *(Zirobwe- Wobuleuzi) bas been prepared as part of the Project and presented as an addendum to the Feasibility Study Final RepoTt (Volume B.l.l). Progress to date, which includes identification of affected propeties and consultation with representatives of affected persons, is assessed herein in this EIA to evaluate the cost of resetlement for inclusion in the economic analysis and to determine acceptance of the proposed works by affected people for overall project viability .A more deailed chapter in respect to the resettlement and relocation of project affected persons is incorporated as chapter 7 of this report
ETAFinal R3poW-1 1-03 2 Phoenix Figure 1.1: Location Plan
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EIA Final Rqop8-1 1-03 3 Phoenix Kamoala-Gavaza-Zirobwe-Wobulenzi Road EIA
1.4 Work Carried Out
Field survey was carried out, in September 2000, and collected the following data:
* Survey of the ecosystems and human habitats in the Project area, using the following cartographic instruments: - Standard topographic map at scale 1:50,000 of Kampala and Bombo Regions; - Administrative map at scale 1:50,000 of County and Sub-County, and - Thematic maps on vegetation and land use at scale 1:50,000.
* Documentation on the policy, legal and administrative framework of environmental and resettlement issues.
* Collection of statistics on population, land use, land tenure, rural production and other indicators related to the environmental and socio-economic trends of the project area.
* Survey of Road Reserve Area (RRA) and inventory of the constructions and farmlands impacted by road upgrading works and by the enforcement of the rules protecting the road reserve area.
* Investigation of the environmental inpact of the present road in densely populated areas (air pollution through dust and exhaust emission, safety issues), in rural areas and in terms of traffic accidents.
* Investigation of the expected environmental and social impact of road construction and use. highlighting the positive and negative aspects on short, medium and long term.
* Public consultations with local civil leaders, landlords, community development workers, lay people and government official to assess their perception of environmental and resettlement issues, as well as their willingness to participate to environmental protection initiatives.
* Informal interviews held on site with field guides who were part of the local community. These focused on their knowledge on their environment and any changes they may have noted in the area over time. Methods of socisl assessment: A variety of impact assessment methodologies have been utilized in sourcing the necessary data and these include the Environmental scooping, field observation, focus group discussions with the communities in the project corridor and structured interviews.
IA FinalRepor/2S.l1-03 4 Phoenix Kamoala-Gavaza-Zirobwe-Wobulen7i Road EIA
2 PROJECT DESCRIPTION
2.1 The Project Works
The project road is divided into links, which are road sections where there is homogeneity of traffic features such as road envirornment (urban/rural), traffic volume, traffic profile (% heavy vehicles) and travel demand (short trip/long trip). In total there are six road sections (links) as described in Table 2.1.
Table 2.1: Class and Type ofExisting Road
Link Cbhalage Lengtb read ezistiug road (road section) trn to snenviroc _____o__ km -iteal ls surface S.l Kamnpala-Nsooba 0+000 1+300 1.3 urban paved S.2 Nsooba-Mpererwe 1+300 4+600 3.3 urban fringe 11 paved S.3 Mpererwe-Gayaza 4+600 13+500 8.9 rural ll paved S.4 Gayaza-Kiwenda 13+500 25+200 11.7 rural C unpaved S.5 Kiwenda-Zirobwc 25+200 44+400 19.2 rural C unpaved S.6 Zirobwe-Wobulenzi 44+400 67+400 23.0 rural C unpaved
To achieve the Feasibility Study objective of assessing the viability for strengthening and/or upgrading the existing paved road between Kampala and Gayaza and upgrading to a paved standard the road from Gayaza to Wobulenzi via Zirobwe, two road type options differentiated by crss-section type and road surface structure have been identified for each road section, and three alignment options for the entire route have been assessed. The road type options are summarised in Table 2.2 below and the alignment options are described on the following page.
Table Z2: ProposedRoad Class and Type
Unk Chalge Length roo osed read (road setIon) environ fTen to tkn) 1-eat cbss surface S. l Kampala-Nsooba 0+000 1+300 1.3 urban U/l* paved S.2 Nsooba-Mpererwe 1+300 4+600 3.3 urban fringe * I/ paved S.3 Mpererwe-Gayaza 4+600 13+500 8.9 rural II* /I paved S.4 Gayaza-Kiwenda 13+500 25+200 11.7 rural nl- /11 unpaved S.5 Kiwenda-Zirobwe 25+200 44+400 19.2 rural IIf/*11 unpavcd S.6 Zirobwe-Wobulenzi 44+400 67+400 23.0 rural 1I/*11 unpaved U urban cross-section * widened shoulder
EIA Final Report/2-I 103 5 Phoezix Kam ala-Gavaza-Zirobwe-Wobulenzi Road EIA
2.1.1 Alignment Option A - Existing Alignment
Early in the Feasibility Study, following completion of the topographic survey, a geometric design was laid over the existing road centreline. This alignment became Alignment Option A - Existing Alignment.
For this alignment option, in the vertical profile the road level was redesigned to elevate it across swamp areas to accommodate drainage requirements. On the horizontal profile, the alignment closely followed the existing road centreline.
Developed with the intention of having, if compared to other potential options, the least impact on adjacent land use and the least demand for additional land occupation, this option has many deficiencies at regular intervals along the road length after Gayaza where the existing unpaved road is to be upgraded to a paved road.
From Kampala to Gayaza, the existing road geometry is generally consistent with the standards set in the MOWHC Road Design Manual. After Gayaza, through to Zirobwe and Wobulenzi, for a road to be upgraded to a paved road with an 80 kph design speed, the existing road alignment has deficiencies, sometimes through the horizontal curves being too tight a radius, but more often through the adverse combination of horizontal curves.
At many locations there are * Several consecutive short horizontal curves separated by short straights, or * small radii S-bends, or * comnbinations of consecutive S-bends, or * kinks in what would otherwise be either a straight road section or a section on a large radius.
Not only is such a design standard inconsistent with the RDM and in particular the section on design form, but the alignment imposes limitations on the occurrence and frequency of forward sight distance necessary for safe overtaking at the higher travel speeds afforded by the paved road surface. This will affect travel safety.
Consequently, the option for a horizontal aligrnent which rigidly follows the existing road centreline was abandoned due to these serious deficiencies.
2.1.2 Alignment Option B - Optimised Alignment
This alignment solution follows the existing road corridor and optimises the separate demands of engineering design standards and social impact limitation.
The horizontal alignment is consistent with the standards specified in the MOWHC Road Design Manual for the appropriate road class design speed, and at trading centres, in villages and through townships, the horizontal and vertical alignment design is typically determined to reduce cut/fill depths and reduce the degree of shift between the existing and design road centrelines, thereby limiting social impact effects in terms of resettlement and property access.
This is the alignment which is shown on the plans (RP series) and the longitudinal profiles(PR series) contained in Volume 3: Drawings, and on the cross-sections contained in Volume 4 of the Feasibility Study Final Report.
EIA Final Repon-I 1303 6 Phoenix Kamnala-Gavaza-Zirobwe-Wobulcnzi Road EIA
Whilst thc design seeks to limit social impacts, they are not eliminated. These issues are fully explored and plans for the resettlement of affected persons are presented herein in this Environmental Impact Assessment, which is Volume 2 of the Feasibility Study Final Report.
2.1.3 Alignment Option C - Deviations
Over the length of the project road, there are four locations where deviation of the road alignment, away from the existing road corridor, would present a shorter route with potential improvement in travel conditions and safety for the through traffic movement. These four deviations are shown on Appendix G of the Feasibility Study Main Report (Volume 1) and a copy of this Appendix has been inserted in this volume following this page. The plans and profiles for each deviation are presented on drawings AA-OOla to AA-004d contained in Volume 3 of the Feasibility Study Final Report.
* Deviation No I - near Gayaza
From km 11+570 at Kasangati on the Mpererwe-Gayaza link to km 14+620, 1.2 km north of Gayaza on the Gayaza-Kiwenda link, this deviation is essentially a by-pass of Gayaza. The bypass is about 650. m shorter than the route through Gayaza.
Gayaza is an important district centre and traffic produced by the activities of the centre predominantly travels southwards to Kampala. Although essentially a by-pass of Gayaza, the volume of traffic expected to use the deviation is very low, possibly less than 250 vpd, and the deviation would not obviate the need to strengthen and/or upgrade the portion of the Mpererwe-Gayaza link from Kasangati through to Gayaza.
* Deviation No 2 - north of Busika
From km 31+680 to km 32+890, this deviation will eliminate four bends and the road section length will be reduced by approximately 200 m. The deviation crosses an intensive farmed area.
* Deviation No 3 - from Vvumba to Kabulanaka, south of Zirobwe
From km 33+510 tokm 39+860, this deviation will reduce the actual length of this section of road by abouL 480 meters. The deviation starts north of Vvumba, bypasses Kakoni and becomes co-incident with the existing road near Ndeeba before bypassing the market area of Bulami village and re-joining the existing road alignment south of Kabulanaka.
Deviation No 4- West of Zirobwe, from Namawogya through to Bamunanika
From km 48+500 to kmn 57+270. The deviation (7.3 km long) will reduce the project road length by about 1.5 km. After Namawogya trading centre, the deviation leaves the existing alignment and leading to the north-west enters an area noticeable for the fertility of the soil and the presence of the original vegetation. The deviation generally follows a feeder road serving the Magogo village area and, after crossing the Kayiwagobe river, reaches Kikabya and Kisaku village areas before turning west to join the existing road corridor at Bamunanika.
EIAFinalRcpo,rV2-11-03 7 Phoenix Kanmala-Gava7a-Zirobwc-Wobulenzi Road EIA
2.2 Scope of the Study
The Terms of Reference require that "an Environmental Impact Assessment (EIA) and Resettlement Impact Assessment (RIA) will be carried out in accordance with the requirements of EIA legislation by the Government of Uganda (GOU) and of the Financing Agency as part of the feasibility study".
Any road development has a range of impacts on the environment and community in the area served by the road. These can be considered as positive or negative impacts on the physical or social environment, to be assessed in terms of intensity and duration of impact, and whether they are direct or indirect impacts.
In line with the Terms of Reference, the study has adopted the enviromnental assessment methodologies advised by the World Bank, to analyze the direct and indirect impacts stemming from: the road construcion process, and: the use of the road after its opening to service.
23 Previous Reports
A detailed engineering study and economic evaluation for upgrading/regravelling of the Gayaza-Zirobwe-Wobulenzi section of the project road was carried out by Gauff Ingenieure in 1993. This study was titled Transport Rehabilitation Project: Upgrading,Regravelling, Rehabilitation of Roads (IDA Credit No P593-UG). Its scope included several roads in the Mpigi and Luwero Districts, one of which was the Gayaza-Zirobwe-Wobulenzi Road.
Available documents from this study are * Part 1, Volume 1: Engineering Report (Detailed Engineering Study), Oct. 1993. * Part 1, Volume I (Annex): Engineers Cost Estimate, Oct 1993. * Part 1, Volume IIC: Materials Report, Feb. 1993. * Part 1, Volume IV: Economic Evaluation, May 1993. * Volume IIC: Book of Drawings (A3 size), Feb. 1993. * Volume 1: Contract Documents, Feb. 1995.
The available documents from the previous study by Gauff Ingenieure in 1993 have been reviewed and the outcomes of such reviews are reported separately in the various technical sections of the Draft Final Report. These earlier documents are reviewed in their historical context and the Feasibility Study reported herein is essentially a stand-alone project
The Gauff study did not assess the environmental and social impact of the road development.
EIA Fircl Riort2S-11-03 8 Phoenxv Kanm,ala-Gavaza-Zirobwe-Wobulenzi Road EIA
3 INSTITUTIONAL AND LEGAL FRAMEWORK OF ENVIRONMENTAL POLICY
3.1 Overview
The National Environment Management Policy for Uganda, stemmed in 1994 from the National Environmental Action Plan (NEAP), is to maintain or enhance environmental quality and resource productivity on a long-term basis while promoting sustainable social and economic development One of the key objectives of the policy is to integrate environmental concerns into all development policies, planning and activities at all levels, and to encourage participation by the people during the development process. With regard to Environmental Impact Assessments (EIA), the policy's objective is to provide a system of EIA and environmental monitoring so that negative impacts arising from a development can be foreseen, eliminated or mitigated. In order to achieve this goal, the policy outlines its strategies as being to:
* create a legal EIA process necessitating environmental impact assessments, environmental impact statements and environmental audits for all private and public development projects;
* establish a national environmental authority whose function would be to oversee EIA, while leaving the actual implementation to the lead agencies involved;
* develop EIA capacity/capability in sectarian ministries and departments.
Subsequently in May 1995, the National Environment Statute was passed which provided for the establishment of the National Environment Management Authority (NEMA) whose functions are to co-ordinate, monitor and supervisc the sustainable management of the environment. The National Environment Action Plan (1995) outlines different roles played by different government ministries and departments in developing environmental awareness. NEAP reqwures that, each sector ministry has an Environmental Liaison Unit (ELU). NEAP also provides for the creation of District and Local Environment Committees (DECs) and (LECs) at the district and local community levels respectively. Among other responsibilities, these committees are to ensure that; environment related issues are taken into consideration in all developmental projects in their areas.
ELAFinal Repor/28-I 1103 9 Phoenix Kamla-Gavaza-Zirobwe-Wobulenzi Road EIA
3.2 Institutional Framework
3.2.1 National Environment Management Autbority (NEMA) NEMA is the principal agency in Uganda for the management of the environment and is to co-ordinate, monitor and supervise all activities in the field of the environment.
The functions of the Authority are to: * co-ordinate the implementation of Government policy and the decision of the Policy Committee; a ensure the integration of environmental concerns in overall national planning through co-ordination with the relevant ministries, departments and agencies of Govermnent; * liaise with the private sector, intergovemrnental agencies, NGOs and * other states on issues relating to the environment; * propose environmental policies and strategies to the Policy Committee, * initiate legislative proposals, standards and guidelines on environment in compliance with the Statute * review and approve environmental impact assessmnent and environmental impact statements submitted in accordance with this Statute or any other law; * promote public awareness through fonnal and informal education about environmental issues; * undertake such studies and submit such reports and recommendations with respect to the environment as the Government or the Policy Committee may consider necessars, * ensure observance of proper safeguards in the planning and execution of all development projects, including those already in existence that have or are likely to have significant impact on the environment determined in accordance with Part V of this Statute; undertake research, and disseminate information about the environment; prepare and dismate a state of the environment report once in every two years; * mobilise, expedite and monitor resources for environmental management; and * perform such other functions as the Government may assign to the Authority or as are conductive to the exercise by the Authority of any or all of the functions provide for under this Statute.
This project development therefore, has to be undertaken bearing in mind, the environmental law detailed in the National Environment Statute of 1995
3.2.2 Environmental Liaison Unit (ELU). The MOWHC aheady has such a unit. It is hoped, that the ELU will play an important role in environmental monitoring and management in the road sector rather than simply, liaison.
3.23 The Uganda Land Commission This, agency is responsible for registration of land titles and is operating under the District Land Boards, Water and Environment. The operations of the Commission are governed by the Land Act of 1998. The Commission has District Land Boards, District Land Tribunals and Parish Land Committees to assist its operations in the field.
ElAFinaiReporu28 1.03 10 Phoenix Kamnala-Gavaza-Zirobwe-Wobulenzi Road EIA
3.2.4 Non Government Organisations (NGO) A number of NGO's assist in the development of the social enviromment. The include the National Council For Children and the Child Welfare NGO, Women advocacy NGOs e.g. FIDA, Action For Development (ACFODE), FEMBUTE and National Association of Women of Uganda (NAWOU) etc.
3.3 Environmental and Social Assessment Regulations
3.3.1 Environmental regulations. The EIA Regulations of 1998 make it mandatory for all projects listed in the Third Schedule of the Statutc and any major repairs, extensions or routine maintenance of any existing project included in the Third Schedule of the Statute to conduct EIA in accordance with the regulations before implementation. These regulations are therefore applicable to all major road development projects (such as Kampala-Gayaza-Bugema-Zirobwe-Wobulenzi road) and all roads in "scenic, wooded or mountainous areas". In line with these requirements, Section 97(b) of the Environrment Statute, stipulates that "Any person who fails to prepare an EIA contrary to the Third Schedule commits an offence and is liable, on conviction, to imprisonment for a term not exceeding 18 months or a fine of not less than 180 thousand USh and not more than 18 million USh or both". These legal instruments and obligations are geared towards ensuring that, environment and natural resources at large are protected to ensure sustainability and social well being of Ugandans.
3.3.2 Social Laws and Regulations. i. The Employment Decree of 1975 which prohibits employment of persons below the age of 18 unless authorised by the Commissioner of Labour. ii The law of equal opportunity of employment for men and women. iii The. Land Act (1998) which makes provision for land ownership titles and compensation for and required by projects.
EIA Fini Rn/epm 1143 11l Phoenix Kanmoaa-Gavsa-Zirobwc-Wobulenzi Road EIA
4 ENVIRONMENTAL SETTING: BASELINE CONDITIONS
4.1 Location
The existing road (67 kIn) lies in the districts of Kampala, Mpigi' and Luwero and is part of the road system connecting the Central Region with the Kampala urban area (refer Figure 1, page 2). The road serves an area between two major tnunk roads: to the west the paved road Gulu-Luwero-Kampala that serves the north of the country and at east the Kampala- Mukono-Bukoloto road that channels the traffic going to Kampala and coming from north of Mukono and Kamuli districts. In fact the project road stretches for all its length almost in the middle of these two roads and collects the traffic coming from and going to the north as far as Wabusana and Kakukulu in Luwero District, and Kazwama in the recently established Nakasongola District.
4.2 The Biophysical Environment
4.2.1 Topography. The project area is part of the Central Plateau Ecological Region, which has intermediate altitudes (1,100-1,300 meters as.l.). The area is characterised by flat-topped hills that rise to an average height of about 1250m.as.l. and they are separated by broad, uniform valley slopes which descend into extensive papyrus wetlands draining north-east to river Lwajali and lake Kyoga and west to river Kafu. The area hosts a variety of ecosystems, ranging from permanent to seasonal wetland, forest/savanna mosaic of mixed tree, thicket, shrub and grassland including post cultivation vegetation types. All ecosystems are heavily modified by human action, including deforestation, overgrazing, nature depleting farm practices and excessive urbanization.
4.2.2 Climante. Although the project area lies within the equatorial belt, the would-be tropical climate of this area is considerably modified by its elevation above sea level and its vicinity to lake Victoria. The mean diurnal maximum temperatures range between 180 and 350 while the corresponding minimum diurnal range is 8° and 250. Temperatures peaks are in the months of January to March and October to December. Cloudiness and rainfall affects temperatures slightly. For most of the year the area records less han 55% sunshine. This leads to a reduction in the net radiation recorded on the ground and hence low surface air temperature. Rainfall patemns are bi-modal. There are two wet seasons runmning from April to May and September to November. The pnncipal rainfall peak is in April while the minor one is in November. The dry months are January-February and June-August and are frequently broken by thunderstorms. The annual rainfall mean is between 1125 and 1350 num and the average monthly days of rainfall are 10. Relative humiity is high in the project area due to its equatorial position, high rainfall and its proximity to lake Victoria. It is highest in the early hours of the day (85% at 0600 GMT) but decreases rapidly during the afternoon (61% at 1200 GMT). Thie winds of the area are however modified by the increased rough surface
' In February 2001, the Mpigi district has been split into two separne admuinisttive units: Mpigi district (Wcstern part) and Wakiso distict (Eastern part). The project road actuatlly lies in te new established Wakiso district. Since statistical data are not available, at present, for Wakiso district, this rTqort still refer to the forar Mpigi districc
EIA Final RFpor258.103 12 Phoenix Kampala-Gavaza-Zirobwe-Wobulenzi Road EIA
due to the numerous flat topped hills and tree vegetation. The average annual wind speed is 7.8 knots. Anyhow the area experiences localized strong winds in form of eddies during the dry season and the rainstorms accompanied by strong breezes and moderate gals that oflen lead to breaking of tree branches.
4.2.3 Geology and Soils. Most of Central Uganda, including the project area, is represented under the Buganda-Toro System. Argillites predominate, but basal or near basal arenites are an important feature. Locally, as west of Kampala, occur tick anphibolites which are probably derived from basaltic material. Large tracts of the system are granitized; on the other band low grade phyllites also occur. While in general the system appears to lie upon a gneissose basement, this basement has been mobilised and it is, in some places, difficult to distinguish from granitized Buganda-Toro System rocks. Folding is fairly tight on predominantly east-north- easterly axes in the east but varies in the west. Axial planes are steep and there is a tendency for this folding to decrease in intensity with lowering of metamorphic grade southwards. Age determination suggest a metamorphic age of approximate 1,800 million years. Provisionally included within the Buganda-Toro system are the Igara Shists composed mainly of quarzites mica schists and gneisses, the Buamba Pass Series of Ruwenzori which is made up of grits, sand stone, slates and phyllites and the Kilembe Series of Toro. Soil conditions are very uniform in spite of the hilly topography. Hill summits and upper slopes consist of shallow, skeletal soils developed from quartzite or iron stone (ferralitic soils). Deep red clays occur on the pediments and are the main crop soils. Soils on the slopes merge into grey, swamp edge soils and finally, into the true swamp soils. Fertility of the soils drop with cropping intensity or if less productive soils of the system are used in response to land pressure. However, natural fertility is high in areas where the soils are protected against erosion and crops are rotated.
4.2.4 Water Based on previous envirornmental studies, the water quality indicators of river Lwajali, the main collector of waters from the project area, can be summarized as follows: the water tends to vary from neutral to basic conditions (pH = 7.821). This also means little dissolved oxygen in the water probably due to a lot of organic matter that tends to raise the Biochemical Oxygen Demand (BOD) of the micro-organisms involved in the decay processes. The Electrical Conductivity (87,6) is indicative of fresh water free from industrial pollutants that tend to give water acidic properties. and high EC, which is contrary to the observed. The organic matter is therefore originating from the wetland, which has its own natural processes of pollution control without causing a danger to the environment.
4.2.5 Air Qualty The existing road environment is extremely dusty in dry weather due to vehicles traveUing at high speeds along the road. Roadside plants and crops are covered with a thick layer of dust. Local residents are constantly exposed to a high level of dust from the road, particularly in dry conditions when mini-buses and trucks pass at high speed.
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4.2.6 Vegetation. The vegetation of the project area (Figures 5.1.1 and 5.1.2) follows the existing rainfall and relief pattern. It is a relic of the original vegetation where there are remnants of communities related to the savanna woodland climax and the Combretum/Cyrmbopogon afronardus fire climax tree savanna, particularly on the hills. This area is believed to have been covered by forests prior to the introduction of agriculture. The vegetation of the project area comes within the study carried out by the National Biomass Study team of the Uganda Forest Department. The study divides the vegetation into six major classes as follows:
Subsistence Mzxed Farmlands This comprises of land recently or currently under use with or without trees and agricultural fallow areas. It ranks first in size and covers about 80% of the project area. The plants found in these farmlands are food crops, which include cassava and maize. Almost the totality of homesteads have small plots with coffee shrubs and banana plantains (matoke). Fruit trees such as the mango and Jackfruit and other multipurpose trees integrated in the farming systems are found in the vicinity of homesteads. In some of the farmnlands, an abundance of eucalyptus spp, Markhania platycalyx and Musa spp (bananas) are found. The dominant weeds in this sub-division include: Digitaria scalprum. Oxalis latifolia, Commelina bingalensis, Imperata cylindrica, Cynodon dactylon and Euphorbtaprostuata.
Vegetation in Built-up Areas This covers a large part of the project area. It includes urban areas, villages, compounds, school recreational grounds etc. along the road. Around homesteads are trees that have been planted for both shade and ornamental purposes. The most common species are: cassia agnes, markhamia plazycalyx and Jacaranda mimosifolia. Other plant species include Bougainvillaeaspp, Acallpha spp and grasses such as Brachiariaspp, Hiyparrheniaspp, ezc. Woodland Trees and Shrubs This vegetation represents most wooded areas where trees and shrubs are the predominant cover. These are mostly of an average height of 4m. It is found mainly in parts of project area in Luwero district. Wet woodland communities occur along wetlands and the dry woodlands appear on the dry grass covered areas. Deciduous trees are also common.
Bush, Thickets and Scrubs This kind of vegetation is found in most part of project area with an average height of less than 4m. The bushes, scrubs and thickets grow together as an entity. This vegetation also occurs on abandoned farmland in form of late fallow with rapid re-growth of mainly Lantana camara.
Wetland Vegetaton The project area has several permanent and seasonal wetlands covering about 5% of the area. The major wetlands are associated with Lake Kyoga drainage systems. Many wetlands around Kampala district have been drained and turned into agricultural areas or developed for commercial, industrial and sometimes residential purposes. The unclaimed wetlands along the project road are covered by both grasses and sedges. The most common species are papyrus, Miscanthidium violeceum, Phragmites maurtianus, Cyperus latifolius and Typha australis. Indicator tree species associated with this vegetation include Acacia sieberanaand palms.
Post cultivation communities These arise as a result of intensive farming on the soil and thereafter abandonment due to loss of fertility. They are associated with poor and heavily leached soils and are a stage in the sequence from agricultural crops to the climax vegetation associated with.particular area. The majority of post cultivation communities are short-lived and contain many of the species
EIA Final ReporV28-11-03 16 Phoenix Kanalma-Gavaza-Zirobwc-Wobulenzi Road EIA found in the grass layers of their more stable successors. In places of high population density, overexploitation of the land without remedial measures has resulted into soil fertility degradation. Hillsides have bee opened for cultivation and left bear at times thus accelerating the threat of soil erosion. Loss of soil fertility is observed in most parts of the road influence area (mainly in Kyambogo and Nangabo sub-counties) and many areas are also experiencing serious soil erosion problems and gullies formations are evident. Overgrazing is more evident in Zirobwe and Bumunanika sub-counties.
4.2.7 Fauna At the moment, the actual faunal situation in Kampala, Mpigi and Luwero districts is not known. However, the proposed upgrading road works are within the present road and settled area. This means human activities such as deforestation, cultivation, draining of swamps and urbanization have affected the existence of wildlife along the present road and endangered wildlife has disappeared since decades from the project area. The faunal groups were documented and part of the information was from local communities. No wild mammals were encountered in the project area except for local communities reports on the occurrence of the Common Rats, Giant Otter Shrew and Vervet and Red tailed monkeys. Opportunistic documentation of avifauna group was made during the survey. Birds recorded included: Ring-necked Dove, Weaver bird, Hammerkop, Common Bulbul, Black Flycatcher and Guineafowl. Fish species such as, protopterus aethiopicus (mud fish), clarius gariepinus and bagrus paludinus were among those reportedly caught by the local communities in seasonal wetlands around. Fishing is not significant in the project area since there is little open water.
43 The Human Environment
43.1 Population. The population of Kampala, Mpigi2 and Luwero districts, the administrative units where the project area lies, was 2.6 miliion people in June 2000, according to the mid-year population projections estimated by the Uganda Bureau of Statistics (see Annex 1), based on the projection of the official series shown below (Table 4. 1). The inter-census growth rate of the three districts interested by the project area increased from 2.5% in 1969-80 to 2.6% in 1980- 91, contrary to the national demogrphic trend that reflects a slow-down (from 2.7% to 2.5%).
Table 4.1: Official data on the population of Kampala, Mpigi and Luwero Ditricts (1969-96)
Pw_aution Annual zrowth rate Dismaws 1969 I 40 e991200 1969- 1980- 1969- 19691930 1991 ~~~estimate 1930 1991 1991 Karnpala 330,700 458,500 774,200 902,900 3.1 4.8 4.0 Mpigi 513,500 661,200 913,900 1.175,700 2.4 2.9 2.7 Luwero 268,000 338,500 349,200 512,700 2.2 0.3 1.2 TIJa I 1.112.200 1.45S,200 2.037300 2,591.300 2.5 2.6 2.6 Total Uganda 9.535,100 12,636.200 16,671,700 22,210.300 2.7 2.5 2.6 SouaCs, a) Populaion Cemus: 1969.i980and199 IId otlrcial adiinisamin figues for 2000
During the period 1980-91 the district of Luwero experienced a remarkable slow-down, which is attributable to out-migration due to the civil war. Kampala's population is expected
' See footnowe al pagc 12
EIA Final RepoOQ28-1.03 17 Phoenix Kmnmial-Gavaza-Zirobwc-Wobulenzi Road ETA
to grow at a rate of 5.7% per annum between now and 2004 which is almost double the national growth rate. This will result in an estimated total population of 1.5 million persons that is double the population recorded in 1991 census. The average household size increased from 4.1 in 1969 to 4.3 in 1991.
4.3.2 Demographic Structure. Population is young: 49% are under 15 years while the active group 15 to 64, or core labor force, is 47 %.Males outnumber females in the age group under 15 years. while females 15- 64 are more numerous than males specially in Wakiso and Luwero districts, testifying the out-migration of male labor force. The group aged 65 and over is higher than 3% except in Kampala where it is less than 2%. The dependence ratio is a higher in Kampala than in Mpigi and Luwero districts, meaning that a large number of people are being supported by fewer workers in the active group.
4.3.3 Population Density. Within the project area, density is higher in Kampala district (over 5000 inh/km2 in Kawernpe division) and much less in wakiso(about 400 inh./km2 in Nangabo and Kyambogo sub-counties) and Luwero district (about 250 inh./km2 in Kailagala, Zirobwe, Bumunanika and Katikamu sub-counties). The above figures show that the project area is densely populated and higher the regional and national average (Table 4.2).
Table 4.2: Population density of Kampala. Wakiso andLuwero Districts(1980-2000)
Kampala 1c69 45,500 774,200i 902,900y 27130 45T8 5340r Wakiso 4514 661,200 913.9001 1,175,7001 1461 202 260 Luwero 5360 33S,500 349,2001 512,7001 63 65 951
Upnda 197096 12.636.200 16.671.700 22,210,300 64 85 112 Source Uganda Bureau otStanscs. 999
4.3.4 Urban and Rural Population. Within the project area, the urban segment amounts to 222,000 people, mostly concentrated in Kawernpe division of Kampala city (180,000 inhabitants in the year 2000). The remaining 42.000 people are distributed in Town Councils and other growth centres.
4.3.5 Social Organisation. The family is the main unit of social organisation. It includes both the nuclear family and the extended family. The nuclear family is usually headed by a male who yields considerable authonty over the other members. He is the main decision-maker on matters concerning the family members and the family's economic and productive resources. Families make up clans whose members share common ancestry and facilities such as burial grounds. Beyond the family and the clan, there is currently a socio-political system of organisation, the Local Council (LC) system which was introduced by the National Resistance Movement (NRM) governmient in 1986. It starts from the village level up to the District level. The role of the local councils in conununity matters such as social infrastructure development and land, is great and inevitable. The project area also belong to the traditional Buganda Kingdom. Although the monarchy does not hold political power, the king plays significant socio- cultural role. Matters involving the people's loss of and compensation for land therefore, may
EIA FRmalRepon12-11.03 18 Phoenix Kamcals-GavazaZ,robwc-Wobulerri Road EIA call the attention of the relevant ministry in the Kingdom government The nuclear family, the extended family and to some extent, the clans constitute significant traditional social support system for their members especially in times of difficulty.
4.3.6 Ethnic Groups The 1991 census singled out 34 ethnic groups present in Kampala, Mpigi and Luwero districts. In terms of numerical strength, the most important ethnic group in the project area are the Buganda, belonging to the Bantu linguistic group. They comprise almost the 85% of the population that occupies the central and the southem part of the country, from lake Victoria to lake Kyoga in Central Uganda, better defined as Buganda region. The Buganda are homogeneous both linguistically and culturally. They are hard working people who have taken full advantage of their favourable geographical and economic position. Many other ethnic groups have however settled in Buganda region (Banyankore, Basoga and Bakiga of the Bantu area, the Nilo Hamitic lteso coming from East, the Nilotic Langi and Acholi people coming from northern Uganda).
4.3.7 Land Tenure. Land Tenure systems in Uganda are a mix of traditional practice, colonial regulations, and post colonial legislations. Land holdings differ across the project area and currently fall under the following categories: Private mailo, Freehold, Leases holdings and Customary holdings (Bibanja).
Mailo Tenure This was introduced in Buganda following the Buganda Agreement of 1900. OriginaDly, it was of two categories, notably private and official mailo. Subsequently in 1967 official mailo was transformed into public land. A principal feature of the mailo system was that of modified freehold. Mailo estates were surveyed and the holders given certificates of title which could easily be transferred. Consequently, many sub-divisions of the original mailo holdings have taken place. These title deeds have also been used as collateral security in financial institutions and have thus contributed to developmnent. About 70 % of the land is held under the mailo system. It has been argued that this kind of tenure hinders developments in the agricultural sector. Land is an asset that has to be protected. However, mailo tenure is such that ownership and tenancy are not the same in many cases. Therefore, tenants on such land have tended to neglect looking after and investing in land because of lack of security of tenure. Also, occupants have neither been alowed to plant trees on such land nor reap benefits without permission from the landlords.
Freehold Tenure In the project area, there are very few freehold tenures. These are mainly held by religious bodies such as the church of Uganda, the catholic church.
Leasehold Estate A leasehold estate is an estate created in land as a result of an agreement between a leaser and a lessee. The lessee thereafter enjoys exclusive usage and possession of the land of the leasor for a specified period of time. This is in consideration of a cash payment called rent moving from the lessee to the leasor. The majority of leasehold titles over public land in the district are granted by the Uganda Land Commission while those over urban areas by the urban authorities. Urban authorities hold such land on statutory leases from Uganda Land Commission. In urban areas leases are granted for 99 years after completion of development while in the rural areas the period granted is usually 45 years. However, leaseholds are not very common in the rural areas. This may be partly due to the lengthy bureaucratic process that has to be followed before lease application can be considered by Uganda Land
EtA Final Rqa,/3-1 1.03 19 Phoenix Kamcalja-avazp-Zirobwe.Wobuicnzi Road EIA
Commission. The other hindrance is usually the huge task of compensating and resetting people who may be settled on such land. Leasehold tenure, therefore, is more common in the urban areas than the rural ones.
Customary Tenure This is the oldest system of tenure in the project area. It is also the most wide-spread. Most people occupy land under this system. In the past, there used to be four categories of rights of control. They included: Right of clans over land (obutaka), Rights of the Kabaka and /or chiefs (obutongole), Individual hereditary rights (obwesengeze), Peasant rights of occupation.
Overtime this tenure has been overtaken by histoncal events and at the moment it is a tenancy on mailo land.
Various attempts have been made to address developmental concems arising from these various systems with a view to stimulating development and preserving the environment Article 26 of the 1995 Constitution of the republic of Uganda empowers individuas to own property and also protects them from compulsory deprivation of such property. The artide further states that If such property (in this case land) is required for public use or interest, the affected individual be adequstely compensated. Clause 4 and 5 of article 237 further provide that customary and leasehold tenure systems can be converted to freehold by registration and in accordance with a law to be made by Parliament respectively. Statutory leases by urban authorities are also affected. In essence, the 1995 constitution seeks to give more powers to the people in so far as ownership is concerned.
Land holding in Kampala district currently falls under the following categories: * private mailo, * statutory leases held by the Kampala City Council, * land under direct control of Uganda Land Comnmission, * freehold and leases held by institutions.
More than 90%o of land holdings in Kawempe division is private mailo. In Mpigi and Luwero districts the most wide-spread landholding is the customary tenure and the majority of people occupy land under this system. At the household level, land is traditionally owned and controlled by the male head of the household. A discussion with a women group however, indicated that some independent women do buy land and own land while others inherit and control it. Value of land in the area ranges between USh. 700,000 and USh. 900,000 per acre. The value is relatively higher in Kiadondo county than in Bumunanika county. In Kampala urban district the value of land passes I million Acre/acre.
4.3.8 Economic Aetivities and Standards of Living. Agriculture employs 84 % of the manpower in Mpigi and Luwero districts, and accounts for 65% of the districts gross domestic product. In Kampala district, agriculture is an activity of relatively less significance and the main sources of livelihood are employment and trading (80% of manpower). Industrial sector in Kampala district is still dominated by small-scale industries. Informal industrial activities are common throughout the project area in Kawempe division, on residential plots, unofficial markets and roadsides. Small scale semi- formal activity is found in and around official markets and in formally licensed premises. Industrial establishments on Mpigi and Luwero districts are confined to small-scale, agro- based mainly seasonal coffee processing. Trading is diffused but insufficiently organized in terms of wholesale facilities and distribution infrastructure. Albeit far from being developed
E1AFinal RtpVS-.t103 20 Phoenix Ka2maa-GavvazaZirobwc-WobuIe=i Road EIA in terms of monetary incomes, the economy of the region, however, is not affected by acute poverty. The food balance is almost in equilibrium, thanks to subsistence-oriented farming and the wealth of livestock resources. Children, in general, do not appear to suffer from malnutrition or widespread diseases.
4.3.9 Agriculture. The Field observations and interviews identified subsistence farming as the main economic activity in the project area. Coffee was identified as the main cash crop. In fact, despite its large contribution to the economy, agriculture largely remains of the subsistence type. Farmers produce mainly to feed their families, though cash crop farming is well developed. Farming in the project area can be categorized in intensive banana-coffee lake shore farming system. This system covers Kampala, north of Wakiso and south of Luwero districts. Much of the farming is based on the growing bananas and coffee. In addition to these two perennial crops, a number of annual crops are grown. They include maiz, cassava, sweet potatoes, beans etc. Vegetable and fruits are also grown (tomatoes, cabbages, pineapples, mangos, passion fruits). The bananas and coffee are grown around the homesteads and sometimes they are inter-cropped. the presence of perennial crops along the project road has beneficial effects on soil conservation by providing cover throughout the year. Table 4.3 shows the most recent statistics about agricultural output in Wakiso and Luwero districts.
Staple food crops - bananas (matoke), sweet potatoes, cassava, beans - represent almost 92% of the area's agricultural output, against just 8% for cash crops like coffee, even though bananas are largely produce for household consumption as well as for the market. The vicinity of Kampala district offers a ready market for all farm products, There is high demand of agricultural products because of the high human population to the extent that what is produced in the district is just a small fraction of what is consumed.
Table 4.3 : Agncurlural production of Wakiso and Luwro districts
Maize 27.000 Sorghum 3.000 Sweet potatoes 65.000 Cassava 83.000 Bananas 267.000 Beans 31.000 Coffee 41.000 Source: SLatistial yearbook, 1999
43.10 Animal Resources. Since no rangeland lies in the project area, herding is non existent along the project road. In Kampala district the number of cattle has shrunk due the crack down by the city authorities on free range cattle keeping. Small herd of cattle (maximum 20 heads) is possible to meet along the project road in Zirobwe and Bamunanika sub-counties, but the most common system to raise cattle in the project area is the one called zero grazing. The cattle numbers kept under this system range mainly within 1-3 animals and mainly milking ones. The animals are fed on crop residues, planted grass and commercially prepared feeds. Ranches are present in Bumunanika sub-county (six ranches) and mainly raise beef animals, sold to Kampala abattoirs. Goats, sheep, pigs and chicken are few, save a big poultry farm located in Magigye along the project road.
EIA F-,,l Repon/28-11-03 21 Phoenix Kamnala-Gavaza-Zirobwe-Wobulerizi Road ELA
4.4 Cultural Heritage in the Project Area
There is one officially classified historic site of interest within the study area: The Buganda King's palace in Bumunanika (500 meter from the project road). At present, this site does not rank as a major tourist attraction, but could yet be another site for tourism, not far from Kampala and not far off the road to Murchison Falls National Park.
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4.5 Ad ministratIve Arrangement
The project road lies in Kampala, Mpigi.) and Luwero Distncts and directly influences the administrative units shown in Table 4.4 on the following page
Pach district is ruled by its own Council, which is also resposible for enviromental and resettlement measures. The districts are administratively subdivided into counties, sub- countics and parishes. Kampala district is subdivided into divisions.
sSeefootnoteat page 12
ELAFnal Report28-11-03 22 Phoerni Kamoala-Gavaza-Zirobwe-Wobulenzi Road EIA
Table 4.4: Administrative units influenced by the project road
Kampala urban division 180,000 Busukuma Guluddenc 2,700 2,900 Kyambogo Kikoko Kiwenda 2,200 4,800 Mpigi Kyadondo Magigye 35500 Mpigi Kyadondo ~~~~~~~Bulam,uGayaza 5,200 6,900 Nangabo Kabuddu Masooli 5,200 4,700 Wampewo 7,900 Busiika Busoke 3,800 4,300 Kalagala Kamira Vvumba 3,000 5,800 Bubuubi Bokimu 3,500 7,500 Ziro.we Kabulanaka Kakakala 3,900 6,600 Wabusana Zirobwc Kyetume Nambi 3,700 4,300 Luwero Nakigoza Ngalonkalu 5,100 6,000 Kibanyi Kibinzi 3.900 4.100 Barnunanika Kiteme Kyampisi 6,100 7,200 Sekamuli 4,500 Katikamu LKatikarnu Tweyanze 5,400 Kattkamu Wobulenzi T.C. Wobulenzi East 2,900
Soure: Uganda Bureau of Statisncs. Projectedmid-year population 1995-2015
4.6 Public Services
4.6.1 Fuel Supply. According to field investigations, most households in the project area use firewood or charcoal for cooking, and paraffin or electricity for lighting. Electricity is available along the project road from Kampala up to Busika and from Zirobwe to Bamunanika and Wobulenzi. Leaving Kampala, eleven petrol stations have been counted along the project road, mainly located (7 stations) on the paved stretch; the remaining four are located in Namulonge. Busika, Zirobwe and Bamunanika respectively.
4.6.2 Water Supply. Field observations and interviews revealed that the main source of water is the open well or spTing. Others are, stream or river, protected well or springs, and boreholes. Piped water, during the survey, was available only in some areas of Kaweipe in Kampala urban.
4.6.3 Public HealtD. 4 Out of Kampala urban , a total of 8 health facilities with 44 beds are located within the road influence zone, 5 dispensaries and 3 health centres, 7 of themn located just beside the project road (three health centres: Kazinga, Zirobwe and Bamunanika; 4 dispensaries: Kasangati, Namulonge, Bugema and Vvumba).
Mulago hospital, the main hospital in Kampala. is locted just a few hundred meters fm galerwe rouni-about, the project road zero point
EIAFinal Repon'28.-1 "3 23 Phoenix Mpmyala-GaYaza2irobwe-Wobu1enxi Road EIA
According to the 1997 Health Services Inventory, geographical access to health facilities in Mpigi and Luwero districts is limited to only 49% of the household, and only 42.7% of the parishes, the smallest administrative unit, have some forn of health facilities. While it is believed that Government health units provide free medical services, the practice is that patients bring their own bedding and pay for most essential drugs. Malaria, the leading cause of death in the districts is most prevalent in the brick making areas and near wetlands because mosquitoes breed in water that collects in the clay pits, and in stagnant water in the wetlands. Personnel of health facilities along the Gayaza-Zirobwe-Wobulenzi road also talk of cases of respiratory complications and suspected allergies due to dust from the road especially in the dry season.
4.6.4 HIV/AIDS Control. Under the supervision and the coordinaion of the Uganda AIDS Commission, governmental institutions and over 1000 NGOs, religious groups and individuals, are involved in the prevention, provision of care and support to people infected and affected with HIV/AIDS. One of the more actives in the project area, with operational units located at Wobulenzi and Bamunanika, is Plan International. There is a reported general decline in the HIV prevalence from about 30X/ in 1993 to about 10% by 1996. According to the 2000 HIV/AIDS Surveillance Report, data from infection HIV sentinel surveillance sites in Kampala, Mpigi and Luwero districts, continue show to declining trends in urban areas. In rural areas where trends in the past exhibited mixed a pattern of stabilization and decline, prevalence rates appear to be clearly declining (from 27.1%. in1993 to 12.3% in 1999). In spite of the observed dent in the HIV/AIDS epidemic, the infection rates are still high in the whole Country. As for the year 1999, a cumulative total of 55.861 AIDS cases has been reported to surveillance unit of the AIDS Control Programme and at present the total number of people living with HPV/AIDS is estimated at 1.44 million. It is believed that every households in the project area has in some way been affected by the epidemic.
4.6.5 Schools. According to field surveys, more than 5000 pupils attend to 30 primary and secondary schools located on either sides of the project road. The road serves also the Bugema University Campus and High School located in the homonymous village. However, some 18 schools are recorded within 1 kilometers off the road.
4.6.6 Lck of Ancillary Road Facilitfes The present road is not endowed with ancillary infrastructure suitable to sustain the expected traffic increase and its impact on the economy.
Major shortcomings bear upon. i. traffic police facilities outside Kampala urban area ii. axle load control services iii. motor parks and land transport stations iv. organsed parking areas for trucks at major stopovers v. workshop areas for vehicle repair vi. communication services for transport-related and safety management needs Traffic police posts presently exist along the gravel road, at Namulonge, Bugena, Zirobwe and Bamunanika. The environmental specialist has surveyed the existing motor park of
EIA Final Rep rU28-11-03 24 Pheoisx Kamnala-GaXjza-Zirobwe.WobuIlezi Road EIA
2 Zirobwe, which consists of a dirt space of some 1000 m without fencing and is devoid of essential facilities as a shade for travelers. If the road is upgraded, it will be necessary to upgrade Zirobwe motor park and develop another one in Bamnunanika.
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Photos 4.2 and 4.3: Zirobwe-WobulenziRoad Section. Schoolplayground on the roadside. and ...
... an "up-and-coming" using the road berm as a playground. Road safety management and proper school courses on road safety and safe behaviour when near the road will reduce the risk ofroad accidents.
EIA Final ReporV28-1-03 25 Phoenix Kanyala-GaVaza-Zirobwe-WObu1enzi Road EIA
4.7 The Exrisng Kampala-Gmyaza-Zirobwe-Wobulenzi Road
The Kampala-Gayaza-Zirobwe-Wobulenzi road (67 kim) is part of the dense network connecting north Kampala with Mpigi, Luwero, Mukono and Nakasongola districts. The project road (Figure 1.1, page 3; and Figures 4.2, 4.3, 4.4 and 4.5 on the following pages) consist of 14 kIn asphalt road, starting at Kalerwe roundabout (0 km) and stretching north between Kampala and Gayaza (13 km paved road), followed by 53 km gravel road leading north-east to Zirobwe before turning west to join the main road Kampala-Luwero-Gulu at Wobulenzi town. The first section (asphalt) holds the intense urban traffic of Kampala North, while the gravel road serves a densely populated agricultural area and canalizes the commercial traffic coming from the rural network intersected. Major rural centers along the project road are: Kasangati (11 km), Gayaza (14 kIn), Namulonge (22 km) in Mpigi district and Zirobwe (44 kin) and Bamunanika (57 km) in Luwero district. It is proposed to resurface the existing asphalt road from Kampala to Gayaza, while the Gayaza-Bugema-Zirobwe- Wobulenzi gravel road will be upgraded to a 5.6 meters wide class HI asphalt road with 1.5 meters shoulders on either side.
Altogether, the landscapes traversed by the road have been profoundly altered by the action of man, especially though excessive pressure on farming.
For environmental purposes the road can be divided in two sections:
* Kampala-Gayaza. A section of paved road (14 km) further sub-divided in urban, semi- urban and rural road. The urban (1.6 km) and semi-urban (3.1 km) section (7-8 meters wide) commences at Kampala/Kalerwe round-about and ends at Mpererwe junction (4.7 km) The rural section (6 meters wide) leaves Mpererwe Jktn and reaches Gayaza township (14 km). The terrain is mostly hilly, with downward slopes to the road axis. The road lies in a densely populated area that shows environmental decay due to the human encroachment. Built up areas and farmland intermingled with residual bush land and thicket formations stretch on both sides of the road. Commercial and artisan activities are widespread along the road keeping the area permanently busy.
* Gayaza-Zirobwe-Wobulenzi. A section (53 km) of gravel road, 6 to 4 meters wide, that from Gayaza takes a north-easterly direction and continues this way up to Zirobwe trading centre. From Zirobwe the road takes a distinct westerly direction and approaches Wobulenzi township, on the main Kampala-Gulu road, affer passing the Bamunanika trading centre. The terrain is generally hilly. The landscapes are similar to those of paved rural section, but with a lower human pressure on the environment. The road traverses a vast agricultural area; household scale banana and coffee plantations are predominant, there are residual forest groves and wetlands. Presence of small herds of cattle moving along the road and existence of mango tree plantations are met especially on Zirobwe-Wobulenzi section. Most of the road was still in reasonable condition during the field reconnaissance carried out in Septemnber 2000. However, the surface of the gravel road is rough and creates a large amount of dust when traffic passes. Interviewed road users have reported that during heavy rain storms, traffic becomes difficult and dangerous for all vehicles, especially along the link between Gayaza and Zirobwe.
EIA Final RapomM- 1-3 26 Phoenix Y.affwala-Gavaza-Zirobwc-Wobulaezi Road EIA
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4.8 Settlement Pattern Along the Road
The first section of the road (14 Iam paved) traverses the high densely populated and commercially busy area of Kampala north in Kawempe division. From Km 0 (Kalerwe round-about) to Km 4.7 (Mpererwe junction) the roadside is exclusively occupied with an intense commercial activity carried out in market areas (Kalerwe mkt), permanent shops, temporary stalls and tables and with a continuous presence (day and night) of thousand of pedestrians, bicycles and motor-vehicles. From Mpererwe junction to Gayaza Township, commercial activity along the road is less intense, but still consistent during day hours due to the presence of many shops and industrial complexes. A physical count of residential houses along the first section of the road yielded an average of about 120 houses on every Kilometers of the road, either side, ranging between 85 and 270 houses per Kilometers. From Gayaza up to Zirobwe and Wobulenzi, the entire stretch of the road is relatively densely populated and the houses are concentrated in or around trading centres. Housing density of this section (gravel road) is about 24 houses/Kilometer of road. Some areas are relatively unpopulated, but few stretches of the roadside are without any house. The case is more prevalent for the stretch in Zirobwe, Bumunanika and Katikamu sub-counties.
Vegetal landscapes and land use along the road. As shown in Table 4.5 and Figures 5.1 (a) and 5.1 (b) on pages 15 and 16, about 60 Ian out of the 67 km length of the project road are lined by more or less densely farmed fields or fallow spaces, where a derived bush-type vegetation grows, not particularly prone to fire. In terms of bush-fire and deforestation risks, no critical areas have been located along the project road.
Table 4.5 Land use along the road
I Built up area with subsistence farm plots 42.2 63.0 2 Small-scale farmland with mixed cropping 14.1 21.0 3 Lare scale farnland 0.7 1.0 4 Tree plantation 0.4 0.5 6 Bushland, grasland, fallow land 4.0 6.0 7 Woodland 3.3 5.0 8 Swampland 2.3 3.5
Souer: Consudanm's Suwy
Crossingprotected areas. The present road don't crosses wildlife areas, forest reserves or historical protected sites.
Crossings ofsettlements. The existing gravel road runs through several villages (refer Table 4.6 on the following page), some of them having more or less defined commercial areas. Some houses and shops will have to be dislocated for road upgrading. Bugema is hosting the homonymous University Campus and High School while Namulonge is hosting the Agricultural & Animal Research Institute. In terms of population, the rural centres are fast growing and road safety measures are required.
Crossing offarming areas. Agricultural land use prevails along the gravel road Gayaza-Zirobwe and Zirobwe- Wobulenzi. Afterwards, farming is constrained by built up areas (asphalt road Kampala- Gayaza). Annual subsistence crops dominate everywhere.
EIA Fmal Rfpo25-l 143 31 Phoenix Kamoa-a.Oayaza-Zirobwe-Wobulenzi Road EIA
Table 4.6: Major Settlements traversedby the road
KaIpala-Gayaza KawmF (Kapala urban) IJO,OOO (Km 0-14. asphalt) Kacp(K paarbn10,0 Gayaza T.C. Namulonge 2. Gayaza-Zirobwe Bugema (km 14-44, gravcl) Kiwenda 22,300 Busika Vvumba Zirobwe 3. Zirobwe-Wobulenzi Namawogya (km 44-67, gravel) Bamunanika i9,700 _ Wobulci T.C. _ Source: Conslant'sSurney ald official admizisionfuresforyear2OOO
FDAFinal Repor/2S-11403 32 PhoeiLr Kamrnala-Gavaza-Zirobwc-Wobulenzi Road EIA
5 PROJECT ALTERNATIVES AND ROAD STRUCTURE REQUIREMENT
5.1 Road Reserve Area (RRA) and Resettlement Approach
Chapter 345 of Uganda Road Act of 1964 provides for the establishment of road reserves and for the maintenance of roads. Section 3 of the Act declares as Road Reserve Area "... an area bound by imaginary lines parallel to and not more than 50 feet from the centre line of any road" and "... no person shall, save with written permission of the road authority, erect any building or plant any tree or permanent crops within a road reserve". However the road reserves have neither been surveyed nor formally gazetted since their establishment by the Road Act and for this reason there has been encroachment upon them with time either knowingly or unknowingly especially in dense populated areas.
_ ~ ~~~-- X : -_
Photo 5.1: Agricultural use of residualland within theRoadReserveArea
Due to inadequacies in the Road Act of 1964, the MOWHC has proposed guidelines on road reserves for different categories and classes of roads. These guidelines are however still proposals and have not yet been enacted in the appropriate legal framework.
According to the guidelines of the MOWHC for classes and categories of roads, the road sections shall have reserve areas as displayed in Table 5.1 on the following page.
Et Final ReponZS-I 1-03 33 Phoenix Kmrival-Gavaza-Zimbwe-Wobuleiizi Road EIA
Table 5.1: Road Areas by section
Road Section Road Class Caeorddth (m) S.l Kampala-NsoobaStm.. I *Optionl-A I A -Option I- B A S.2: Nsooba Strn..- Mpererwe * -Option2-A l A -Option2-B A - S.3: Mpererwe-Gayaza** -Option 3- A 11 A (30) -Option 3- B I A (30) S.4: Gayaza-Kiwenda -Option 4- A ii B 30 -Option 4- B II _ B 25 S.5: Kiwenda-Zirobwe -Option 5- A B 30 -Option 5- B i B 25 S.6: Zirobwe-Wobuienzi -Option 6- A II B 30 -Option 6- B Ill B 25 * Urban rad **Urbanfringe road
The road sections Kampala-Nsooba-Mpererwe have no road reserve areas because are part of the urban road network of Kampala.
The road section Mpererwe-Gayaza is considered part of the urban fringe with important build-up areas on both sides of the roadway laying within the MOWHC proposed road reserve area. The consultant believes that the enforcement of the above regulations on road reserve is inappropriate except for the areas affected by the road works.
Road sections 4, 5 and 6 have been preliminarily designed according to classes II and IL this implying a road reserve area of 30 or 25 meters respectively, the selection of the road class will be done on the basis of the economic evaluation before the stat-up of the final design. For the purposes of the present study the Consultant has considered a reserve area of 30 meters, should class I be selected it will be easier to adjust the resettlement inpact because all necessary information is already available.
Concerning the resettlement policy and the linked issues of compensation for demolition of buildings and cutting of crops as well as of land acquisition, the Consultant stuggests to follow the recent reconmendations made by the World Bank.
The main pnnciples underlying the proposed approach are as follows: * Demolition of buildings is limited to the buildings encroaching on the road structure5 including maintenance berms, or severely compromising road safety; all other existing
'The road sutnaure is intended as the caeiageway, shoulders, enbanenk t slopes, drains and maintenance bermis. The width of the road structue wrnes according to a number of factors; eg. the road structre width class i1 road of a with shoulders of 1.5 m, the embankment height of Im. side drains of3m and naintenancebemr of 2rn, accounts for 23m.
EIA Fiwl Rpron2S-11-03 34 Phoenix Kaniaa-Gavaza-Zirobwe-Wobulcrizi Road EIA
buildings not encroaching with the road will be allowed to remain in place, and after gazetting of the road reserve the construction of new buildings will be prohibited. * Crops and trees cutting is limited to crops and trees encroaching on the road structure including maintenance berms, trees cutting is also admitted to the ones located beyond the above mentioned area when they severely compromise road safety. * Land acquisition will be limited to the area needed by the widening of the existing road structure.
The evaluation of resettlement cost (see Section 10) has been carried on the basis of the above principles, however it is worth recalling that cost evaluation has to be reviewed at the light of the detailed design of the project road.
5.2 The Project Road: Realignment Options
The engineering design for the Feasibility Study has considered realignment of the existing road in order to comply with requirements of the MOWHC Road Design Manual (RDM) or to improve the alignment for safety reasons, and different road type options for capacity/economic reasons. The difference between road type options is essentially a change in the carriageway width of 1.0 m (Class I or II) or 0.4 m (Class 11or 111). This difference is of little significance in terms of environmental impacts when assessed as outlined above. Consequently assessment focuses on the evaluation of alignment options without differentiating between road type options.
Three alignment options have been studied, although Alignment Option A was abandoned for engineering reasons. A detailed EIA was carried out for alignment B after having done an environmental scooping for the option C. Alignment Option B aims at correcting the lay-out of existing road, whereas Alignment Option C includes major deviations identified to reduce the length of the project road.
Alignment Option B realignments consist of:
* the correction of curves, which currently have radii below the minimum value established by the RDM. These realignments (Table 5.2, following page) will liberate a total of 2.1ha of existing RRA and will, simultaneously, require the expropriation of land most of which encroaches onto occupied areas.
* the elimination of unnecessary kinks will make for safer vehicle movement. These minor realignments will also require the expropriation of 6.5 ha of land and some resettlement of homesteads and crop cutting.
Alignment Option C included four major deviations from the existing alignment to reduce the road length.
* Deviation 1. From km 11+570 to km 14+620. This by-pass will reduce the road length of about 650 meters. The present alignment has the double purpose to serve the Gayaza commercial area as well as to allow north-south and east-west traffic. The studied deviation will allow the traffic -moving north-south on the project road to bypass Gayaza. The deviation will encroach on an area near Kasangati which is densely populated with the presence of public and private activities (police quarters, prison, schools, cottage factories, etc).
F.A Fiml RepwV25-1"3 35 Phoenix Kamnala-Gavaza-Zirobwe-Wobulmzi Road EIA
Table 5.2: Location of minor realignments (Alignment Option B)
Smootbening of Road section Area curves From km TO km m2 Busika 31+685 31+965 3764 Bulami 38+150 38+625 7837 Janda 41+635 42+020 5612 Namawogia 48+600 48+950 3855 Sub-Total m2 21068
Magigye 17+520 17+785 4947 Bugema 28+490 28+790 3420 Bulamni 39+715 39+975 4691 Zirobwe 44+500 45+100 9926 Nampun^ge 49+110 49+370 2613 Nampunge 49+400 50+650 20265 Kasenene 51+160 51+540 3411 Lukyamu 62+475 62+900 6800 Wobulenzi 65+450 66+350 9301
Source: Coasuiant's Survey
Deviation 2. From km 31+700 to km 33+100. The realignment (about 1200 meters) has been evaluated in order to eliminate four bends; the road section length will be reduced of approximately 200 m. This realignment, crossing an intensive farmed area, has the purpose of optimising the road design and reduce cost for road users. * Deviation 3. From km 33+500 to km 39+100. This deviation will reduce the actual length of this section of road of about 480 meters. The deviation starts at Vvwnba village and traverses several large banana and coffee plantations, thickets and woodland with the presence of large aees such as muwafu (Conarium Schweinerfurtbii) and mvule (Melicia Excelsa). Afler coinciding with the existing road at Ndeeba village; the deviation continues north by-passing the market area of Bulami village. This realignment has the purpose of optiniising the road design and reduce cost for road users.
Deviation 4. From lan 48+600 to km 55+700. With the deviation (7.247 Ian), the project road length will be reduced of about 1500 meters. After Namawogya trading center, the deviation leaves the existing alignment and leading north-west enters in a environmentally balanced rural babitat. Noticeable is the fertility of the soil and the presence of the original vegetation. Compoundsr are surrounded by plantations, mainly bananas (matoke). A large number of mangoes and jack fruit trees have been evaluated on the basis of a representative sample. The area is served by feeder roads and paths. The deviation follows the feeder road serving Magogo village area and after crossing Kayiwagobe river, reaches Kikabya and Kisaku village areas where
EIA Final RlepoV28-1 1-03 36 Phoenix Kamrnala-Gavaza-Zirobwe-Wobulerai Road EIA
turns west to join the project road at Bamunanika. This realignment has the purpose of optimising the road design and reduce cost for road users.
The positive and negative impacts of the studied deviations can be summarised as follows:
* Positive impacts: - Reduction of the length of road with economic benefit for road users. - Improvement of vehicle circulation and road users safety - For deviation n°l, reduction of vehicles pollution due to the diversion of traffic directed north-south and not needing to stop in Gayaza (deviation n° 1). The reduction will not be significant because North-south transit traffic accounts for 16% of the total traffic of the road section. - Valorisation of agricultural production in neighbouring areas (deviation n° 4)
* Negative impacts: - Expropriation of farmland - Destruction of trees and crops - Dislocation of a large numnber of homesteads and consequent involuntary resettlement (mainly for deviation n° I and 4). - Disruption of on-going commercial activities along the existing alignments (deviations n° 2, 3, and 4). - Great disturbance of a well balanced habitat (deviation n° 4). - Exclusion from the upgraded road of Bamunanika health centre, teacher's college and part of the commercial centre (deviation n° 4).
The proposed deviations together wiLI reduce the length of the project road of about 3 kilometers and perhaps will reduce also the construcion costs. The deviations will not interfere negatively with the surrounding environment since it is the same environment crossed by the existing road, but some reflections on the validity of deviations, apart from the positive and negative impacts mentioned above, should be taken into account.
* The sections of the existing road excluded by the deviations do not present either engineering difficulties or problematic impacts on the environment and resettlement caused by the road upgrading works.
* The road Gayaza-Zirobwe-Wobulenzi, the secton of project road where the proposed deviations are located, is not an arterial road like the Kampala-Wobulenzi-Gulu road. Traffic is limited and mainly directed to the rural settlements actually linked by the existing road.
* The deviations will cut-off economic activities already established along the excluded road sections and will penalise people that have invested in such activities.
* The deviations will encompass intensive farmed areas, causing the destruction of about 25 hectares of cultivated land, mostly subsistence crop fields. For the affected farmers will be difficult to found new land for farming. At the same time more than 100 homesteads, encroaching the deviations, risk to be dislocated with the consequent resenlement problem. It is interesting to notice that during consultation meeting with sakeholders, farmers were more worried to loose the farm than to have the house displaced. Almost the totality of farmers are squatters and have no title on land but their subsistence and incomes depend on the land they are farming. In exploited areas,
EIA FinailRepourRS-I 1.03 37 Phoenix Kamnal-Gava7za-Zirobwc-Wobujcnzi Road EIA
like the ones encompassed by the deviations, will be difficult for displaced people to found new land for farming.
* The rising of land prices and the settlement of new comers along the deviations, will turn badly for rcsident farmers and maybe cause of discontent and conflicts.
in the light of the above reflections, the solution to upgrade the existing road by Realignment options B was considered for environmental assessment
EIA Final RIepW2811-03 38 Phoenix Kamnala-Gavaza-Zirobwc-Wobulanzi Road EIA
6 ENVIRONMENTAL LMPACTS AND MMGATION
6.1 General
In line with the Terms of Reference, the study has adopted the environmental assessment methodologies advised by the World Bank the National Environment Management Aurthority guidelines and the Statute (1994 and l 995 respectively), to analyze the direct and indirect impacts stemming from: * the road construction process, and: * the use of the road after its opening to service.
Accordingly, the impacts are categorized taking notice of: a. their relations with the project : direct and indirect impacts b. environmental receptors: ecosystems, human habitat a. Direct and indirect imnacts: Upgrading project road will exert direct short term impacts limited to the construction period. Direct long-term impacts will appear during and after construction, related both to road construction works and the subsequent moderate increase in traffic volumes. Indirect impacts will stem from multiplier effects on ecosystem and human habitat, induced by increase in traffic volumes and greater accessibility throughout the project area. b. Enviromnental receotors have been distinguished into two categories: natural ecosystems: forests, grasslands, swamps, with their characteristic wildlife * human modoeiud ecosystems: focusing upon the farmlands, range land and constructions affected by road upgrading works (dislocation and resettlement)
Table 6.1 on the following page displays an overview of the direct and indirect impacts generated by Kampala-Gayaza-Zirobwe-Wobulenzi Road Upgrading Project, specifyiag the environmental and social receptors, the sources of impact and the related time frame.
6.2 Irapact Evaluation Approach
The impacts of the project road upgrading are assessed in relation to the Construction phasc and the Post construction phase since the control and mitigation of the two phases are undertaken by different agencies.
The Construction phase includes all impacts resulting from the construction of the road and the activities of road construction itself These will largely be under the control of the Contractor under the supervision of MOWHC.
The post-construction impacts are the more indirect impacts resulting from the changes in the environment due to the road upgrading.
EIA Finlu Rpor/2S 11-03 39 Phoenix Kamnala-Gavaza-Zirobwe-Wobulenzi Road EIA
Table 6.1 PotentialImpacts of Kampala-Gayaza-Zirobwe-Wobulenzi Road UpgradingProject
Soorce of Natre of Impct lnkpactduring Recepton tbe project life- cycle Natural Human Ntrl Modified Ecosystcms Ecosysterns Dirct impacts: short-term negative I Erosion from fresh roads cuts, silting of watcr courses 2 Destruction of vegetation, loss of agricultural land 3 Water and soil pollution 4 Construction of detours and haul roads Road upgrading 5 Environmental, social disruption by construction canps works (2002-03) 6 Loss of human habitat 7 Noise and vibration I Deterioration of air quality Direct impacts: shon-tern positive I Employment geneated by the project 2 Local SME activities related to sub-contracting of work components D -rctimpacts: long-term negative (trom works and future road usel I Landscape deterioration by land take and earthworks 2 Material borrowing and quarrying 3 Creation of breeding habitats for disease vectors 4 Surface/groundwater pollution, interference on Road works overland/subsoil drainage (2002.03) 5 Soil erosion and sedimentation 6 Noise, vibration and dust, deterioration of air quality Road use (2004 7 Road safety hazards and livestock kills due to traffic and onward) speed increase 8 Dislocation and compulsory resettlement due to road _realignment Direct impacts: long-term positie I Borrow pits and quarries transformed in permancnt water 2j points Better maintenance of social and environmental infrastructure Indirect impacis: long-term negative I In-migration, increased land prices, spread of extensive 2 agriculture Excessive land clearing 3 Aggravation or creation of disease, pest and weed transmission corridors 4 Loss of cultural identity and sense of locality 5 Spread of unsociable and criminal behavior Indirect ampact. long-term positive 1 Economic growth 2 Improved community services
EIA Final Report25-1 1-03 40 Phoenix Kampala-Gavaga-Zirobwe.Wobulenzi Road EIA
6.3 Environmental Impacts of the Existing Road
The environmentally negative impacts exerted by the present unpaved road include: - deterioration of air quality - noise of vehicular movement, enhanced by low-speed driving - dust during non-rainy periods, water stagnation in wet seasons - traffic accidents
6.3.1 Health Effects Of Present Road Use Some of the impacts of present traffic may affect the health of village residents along the road, causing lung and bronchial disorders. Clouds of dust may also cause accidents by hindering visibility to drivers. Traffic growth has been restrained, in part due to the poor road condition, curbing such negative impacts as air pollution and noise. From the social viewpoint, however, limited accessibility hinders the development of health services, leading to lower possibility to cure the diseases related to the poor environmental quality of the existing road. Similarly, water supply infrastructure suffers from lack of maintenance, compounded by transport cost and difficult accessibility. Therefore, local communtrities rely more and more on polluted water sources, adding to the critical picture of human ecology features across large tracts of the project area.
63.2 Current Traffic Accidents Of all the places along the Kampala-Gayaza-Zirobwe-Wobulenzi road, Zirobwe-Wobulenzi section seems to be the most prone to accidents. The accident rate of this road section is undoubtedly due to the narrow road conditions. Table 6.2 presents the traffic accident data recorded for Gayaza-Zirobwe-Wobulenzi road over the last decade.
According to local police officers, most accidents reported on the gravel section are not severe and mainly involve cyclists and school children. As a matter of fact, only two fatal accidents, caused by capsized vehicles, occurred over the last two years. No real black spot has been identified by the traffic police, save the small section linking the rural centre of Bamunanika (km 57.2) and the Lutete Junction (km 56.2), one km away. This part of the road is narrow, saggy and lined by schools, one health center and a weekly market area. Still according to the police, accident relief services are inadequate and victims wait a long time before being attended by traffic police, ambulances and wreck hauling trucks.
Table 6.2 Traffic accidents along Gayaza-Zirobwe-Wobudenzi Road. 1989-99
Year Ma~~Njor Year Accidents 1989 7 1990 10 1991 6 1992 7 1993 13 1994 17 1995 12 1996 15 1997 9 199S 11 1999 12 Total 119 Sources: Police slauons in Zirobwe. Bumunanika and Bugema
EIAFinalReponS28-11403 41 Phoenix Kamopala-Gavza-Zirobwe-Wobuleo7i Road EIA
T~~~~~~~~~~~
Photos 6.1 and 6.2: Kampala-GayazaRoad Section. Refutsefrom commercial activities at Kalerwe market clog the road drainage system, generating environmental degradationand health hazardsfor roadusers, and q~ - jit>
may pollute drinking water collectedfrom unsafe places along the road.
eLA Fitui Repor/28-11403 42 Pheenix Kamnala-Gavaza-Zirobwe-Wobuienzi Rood EIA
6.4 Planned Road Works
During the project iniplementation process, ecological hazards will stem from numerous works components, as quarries, detours and hill cuttings. All the considered impacts are direct, as they derive from site operations. The most hazardous work items are dimensioned by the following key indicators (Table 6.3).
Table 6.3: Indicative quantities of roadupgrading works
Wori;n_ S_ _ La Reclaation of land for road structure ha 155 1 L.b Land takes for realignments ha 8.6 I .c Land takes for deviations ha 65.0 2.a Borrow pits, quarries nr 9 2 2.b Borrow pits, quarries (surface) ha 14.5 2.c Borrow pits, quarries (extracted materials) m3 300,000 3 Raise of embanrnent m3 354000 4 Cuttings (volutme) m3 720,000 5 Pavement (ocal aggregates) m3 __6,600 6 = 0Culverts (rehabilitation &new construction) nr 114 7 Construction camps ha 2 8 Detours and haul tracks ha 2.8 Source: Consultant's estimates
6.5 Traffic Growth Forecasts
When the upgraded Kampala- Gayaza-Zirobwe-Wobulenzi road will open to service, traffic will increase principally along the new paved section and its feeder network. In fact, in the 53 km of road from Gayaza to Zirobwe and Wobuleazi, traffic volumes are forecast to more or less tripled during the project's economic lifecycle (2004-2024). The present and projected daily traffic volumes on the project road are shown in Table 6.4.
Table 6.4: Present andprojecteddaily traffic volunes on Kamzpala-Gayaza-Zirobwe-WobulenziRoad
iZ .~., t , .z, '.^^ Kampala-Mpererwc 10,618 26,712 Mipererwe- Gayaza 3,936 9,932 G3ayaza-Kiwenda 622 1,766 LKiwenda-Zirobwe 332 1,003 Zirobwe-Bamunanika 185 567 unanika-Wobulcnzi 337 1.034 Source: Consultant'S traffic survey
In general, transport development has mixed effects, both negative and positive, on environmental receptors as air, soil, water and living organisms. In some cases, positive and
EIA Final Report2S-I 1.03 43 Phoenix Ksmpala-Gavaz-Zirobwe-Wobulenzi Road EIA
negative impacts will interfere with each other problematically and only the way the problems are handled will strike their final balance.
i DR1ECr IMPACTS negative I Hazards for livestock _I Activation of disease, pest and weed transmission corridors problematic III Pollution (noise, vibration, dust, gases) IV Road safety (accident hazards due to traffic and speed increase) I14DIRECT 1I%§PCTS Problematic V. Incressed demographic pressure. intensified land use Posithve V] Improved community and environmentl services VIl Economic benefits
All the above road use impacts - either positive or negative, direct or indirect - will be long- tern ones, unfolding over the whole economic life-cycle of the project
6.5.1 Impacts Of Road Works and Future Road Use
6.5.2 Short-term Negative Impacts of Road Works For a period of about 2 years, the contractor(s) will install camps and working sites, exploit quarries 2 7 (see Figure 4.2, p to Figure 4.5, p30), open up detour and haul tracks. The construction and dismantling of makeshift camps may alter the space surrounding local villages. To mitigate the potential impact, the construction enterprises and their sub- contractors must adopt the prevention and mitigating measumes indicated below, in italics. The condition that these works will be carried out will be part of the contract documentation and their cost will be contained in the construction cost of the project works.
6.53 Short-term positive lmpaets of road works Out of a total project cost of 26 million US Dollars, offshore costs will represent about 600/. The national cost component will be split almost half and half between taxes and local costs. In the districts of the project area, about 2.5 millions USS will be spent for both skilled and unskilled local manpower (I million) and supply sub-contracts (1.5 million).
6.5.4 Long-Term Negative Impacts Of Road Works If poorly managed or not complying with design specifications, road works may disfigure landscapes and negatively affect land use.
6.5.5 Long-Term Positive Impacts Of Road Works The road will be a major step in the socio-economic development of an agricultural area close to Kampala city. In the meantime, regional authorities and local communities will have to improve the infrastructure and install additional facilities to ensure aproper fallout of the expected benefits.
ELAFinl, RepoV/28-11.03 44 Phoenix Kamoala-Gavaza-Zirobwe-Wobulnzi Road EIA
6.5.6 Direct Impacts Of Future Road Use The direct impacts of additional traffic on the physical and social environment will be either negative or problematic. All of them are potentially long-term ones. In general, however, such impacts will not represent a severe deterioration as compared with the present situation.
6.5.7 Negative Impacts: The present ecological conditions in project area can be aggravated by rapid demographiic increase and the consequent spreading of settlements and farns over increasingly marginal soils. The residual natural resources are concentrated in the wetlands in the northern part of the project area. In dry lands, almost all suitable land for farming has been exploited, wiping out most of the original vegetation. The vegetation cover will disappear and will take considerable time to recover to its natural state. This is most especially where borrow pits and Quarry sites exploitation will be effected. The natural status of the eco-system of such affected sites will be changed and serious rehabilitation will be called for.
Exploitation of the Quarry site and Bonrow pits will generate stone dust that will affect the near by communities. Blasting and noise from equipment and the risks of flying will affect farming acvtivities and settlement at such locations.Estalishment of Contractor labour canps will exert pressure on the existing stock of the fuel wood in the area .Fuelwood will be required in heating the Bitumen and cooking at construction camps.
There is likely growth of demographic density, along the project road. The road will act as a pulling factor in respect to attracting linear setlements. More pressure on the available social services is expected.
Road upgrading brings about great benefits in terms of access to potential farmlands, crop marketing opportunities and multiplier effects on regional rural revenues, natural resources often bear the hidden costs of such development. To curb the costs of environmental degradation entailed by increased pressure of population and economic activities on the natural resource base and achieve sustainable rural growth, protection measures must be gradually phased in.
6.5.8 Positive, Indirect Impacts Of Future Road Use Among the transport-depending economic and administrative activities, those ones which deserve greatest attention in terms of supportive investments are public services.
6.5.9 Impacts and Mitigation Measures
Below is a description of the expected impacts and the recommended mitigation measures. The significance of the identified impacts is rated in Table 6.7, page 56, on a scale of low: moderate: high.
ELAFinal Repwl28-1 1-43 45 Phoenix Ka?n?l-Gavsza.ZirObweC-Wobulenzi Road EIA
6.5.10 Biophysical Environment
6.5.10.1 Erosion from new road works
Expected impacts Erosion, caused by wrong work methods leaving soils unnecessarily exposed, stems from excavations, detours, haul tracks and may lead to silting of natural drainage ways. Recommended mitigation measures As road works proceeding, abandoned excavations, detoursthaul tracks will be ripped up and topsoil reinstated.
6.5.10.2 Water and soil -llution
Expected impacts Due to construction methods or accidental spiDage, works may polute soil and water especially at river and swamp crossings. Culverts will be installed or upgraded all along the road, discharging particulate matter and stirring river bed deposits into suspension. While large suspended parts settle quickly, the finer ones last longer, but turbidity will be short- lived since stream crossings are built in a few weeks. Drainage channels will be dug to drain run-off from the road surface and its vicinity. In flat terrain, drainage channels will be prolonged claiming land take. In rolling terrain, as off-side structures may erode the soil causing pollution of water sources and lakes. Workers will dispose human and associated excreta a short distance from the road under repairs. This could lead to spread of gastro- enteric diseases through contamination of water resources with the human waste. Recommended mitigation measures As the road crosses permanent and seasonal wetlands, care should be taken in the construction of culverts. Water for coostuction will be drawn from surface waters and no long-term impact on aquifers is expected, as works will not demand exhaustive water amounts. Accidental spillage of fuel or chemicals is a risk, but spillage is likely to be local and remediation should be easy. Spillage to water course is harmful for all living beings. The contractor must exercise utmost care to avoid such hazards. Proper pit latrines for road workers shall be installed. Careless behaviour will be sanctioned
6.5.10.3 Air pollution and dust
E:pected mpacts The existing road environment is extremely dusty in dry weather due to vehicles traveling at hugh speeds along the road. Roadside plants and crops are covered with a thick layer of dust, which must reduce yields of the crops. Local residents are constantly exposed to high level of dust, which must also cause health problems. To transport workers to/from sites, it has been assumed, for the purposes of assessment, that three camps will be built, that occupy 9 Ha. in total. The camps will be located near Gayaza, Zirobwe. For logistic purposes may a small camp is needed at Wobulenzi. Heavy machines will open detours or haul tracks and excavate pits. In dry weather, dust will disturb local people. Hot asphalt will generate hazardous smoke fumes to the environment. Construction workers will be exposed to high levels of dust over the construction period.
EIA FmalI Rornaj8I 1i03 46 Phoenix Kamnala-Gavaza-Zirobwe-Wobulenzi Road EIA
Recommended mitigation measures The nuisance will be tranSient and good work practice will curb it. Dust is already an every- day nuisance close to the existing gravel road. Wetting with water the detours and haul tracks as well as the road under construction will minimize dust. The contractor will advise local households on dust and other dangers. The construction of a sealed road will eliminate the existing problems of dust during dry periods. The respiratory problems associated with dust should therefore be significantly reduced when the road uograde is completed
6.5.10.4 Noise and vibration
Expected impacts Plant and construction traffic will make vibration and substandard houses close to the road may collapse. The noise from construction plant will interfere with school learning activities and worship in mosques and churches within the road area. Vibration and gas emission will increase with the increasen in traffic after the road is upgraded.
Recommended mitigation measures During construction, the nuisance will be transient and good work practice will curb it. The contractor will advise local households schools and institutes on noise, vibration and other dangers. After construction, forecast traffic growths are moderate. Speed limits and exhaust emission controls must be enforced, especially in towns. Hedges and trees must be planted along the road. Traffic police, forestry staff, local coninunities and road users must be mobilised.
6.5.10.5 Landscape deterioration by earthworks
Expected impacts The upgraded road will require new land take along the gravel road section. About 21,000 sqm of soil will be exposed to erosion by the cuts. The project road traverses some plains and wetlands on small embankments, which require raising. Quarrying entails vegetation clearing and transportation of materials, causing unsightly effects. Quarrying and disposal can destroy the economic and aesthetic value of land. Abandoned borrow pits along the existing road are example of their damaging effects.
Recommended mitigation measures The design cut/fill balance minimises net materials import. Good construction methods will minimise visual impairment. The exposed cut areas be planted with grass; ideally a mixture of indigenous grass seeds (paspalum grass). Re-passing should be carried out in stages as construction proceeds. This will reduce erosion and sedimentation. Slope failures of embankments will be minimised by implementing the road design manual recommendations. In addition, borrow pits should be rehabilitated after use and this should be done by the contractor according to MOWH&C General Specifications. The contractor should undertake the borrow-pit rehabilitation work in consultation with the land owner.
ELAFinal lteponI28-1103 47 Phoenix Ka&njla-Gavaza.ZiTobwe-Wobulenzi Road EIA
-~~ ~ ~ ~ ~ ~ ~ ~~~-a
Photo 6.3 Effects ofsoil erosion in abandoned borrow pits and the Gayaza-Zfrobwe Road
6.5.10.6 Surface and rzroundwater drainaae obstruction and nollution
Expected impacts Some parts of the project road are low lying and prone to floods (i.e where the road crosses the Namunyaga swamp near Zirobwe). Embankments inpound water across swaxmps and seasonal flood plains, altering local hydrology. Currently, storm water seeps through the gravel and earth structure and, due to a high run-off coefficient, pools at road side. Although the surface water regime will change near the road, no ecological harm will occur. Recommended mitigation measures Road works interfere with water flow regimes. Good design mizumises the inpact via culverting and cross drainage, which presrve equilibriunm in surface and groundwater regime. Thus there will be no macro-hydrologic impact on the project area. The project will just nodify surface water behaviour in the immediate vicinity of the road. Since design features ensure controlled and effective run-off dispersion, there will be no impact on groundwater, as road upgrading will not impound water.
6.5.10.7 Soil erosion and sedimentation
Expected impacts Poor drainage causes erosion and sedimentation along the road. Erosion also results from off-road drainage and run-off fromn poorly managed farms. Run-off erodes embankments, cuttings and borrow pits. Stream bed erosion scours the inlet and outlet of culverts.
EIA Final RcponIs. 1-03 48 Phoenix Kam=ab-Gavaza-Zirobwe-Wobulenzi Road EIA
Recommended mitigation measures Careful engineering design and re-vegetation will control erosion of embankment, drains and adjacent land. Improper works management may spark erosion processes and scar adjacent slopes. Erosion prevention measures foresee that all areas impacted by the works be re- vegetated using reinstated topsoil with local species as soon as the sites are closed. Local environmental authorities will inspect that such rules are complied with.
6.5.11 Human Environment
6.5.11.1 Lossoffarrnlandandhabitat
Expected impacts Crops, trees, topsoil will be cleared from the project road alignment. Haul tracks will be opened for wagons to shuttle to/from pits, with extensive bush clearing. Camps and detours will also be created. Works will disturb habitat close to the road. The impact of this is cumulatively quite high, but the major impact is to the farmers or land owners resident in the areas interested by the road works.
Recommended mitigation measures No protected species is likely to be disturbed. As most of road upgrading works will interest the existing alignment, the impact on fatnland and habitat will be small. On minor realignments and deviations, vegetation clearance should be limited to the area effectively needed for road construction. Farmers will be warned to harvest on time and compensated to create new farms. Land is available near the villages, so the harm should not be great. Crops and planted trees will be reinstated on completion.l8 borrow pit sites, 15 of which are already under exploitation, have been already identified. According to the estimated potential of existing borrow pits, opening of new pits may not be necessary.
6.5.11.2 Safety risks durina construction
Expected impacts The working site is a dangerous place. Children are vulnerable to heavy plant and machinery. Public safety may be a problem in two areas: (a) The immnediate vicinity of the plant. (b) the detours around the working front, unfamiliar to drivers and of lower standards than permanent roads. There will also be additional traffic on the detours for construction needs.
Recommended mitigation measures Plant operators must ensure that children are not allowed close to the machines. Accidents are likely to occur to labourers. Effective management of the camps and working sites will prevent nuisance and accidents. Detours and temporary haul tracks shall be well planned, signed and maintained to reduce safety risks for drivers and pedestrians.
6.5.11.3 Health hazards
Expected impacts Road construction exposes the labourers and the general public to bronchial and other pathological risks. Moreover, the most serious health concern haunting local conmmunities is AIDS-HIV. The disease can spread as a result of the influx of construction workers into areas. Even though the rate of infection is already high both in Kampala suburbs and the settlements along the road, the presence of the worker may further accelerate the epidemic.
EIAFi-I Repn/2S- 1143 49 Phoenix Kaznala-Gavaza-Zirobwc-Wobulenzi Road EIA
Recommended mitigation measures Provision of working figures and good camp management is required. First aid facilities shall be installed in all camps. AIDS-HIV should be closely monitored under the responsibility of the medical unit of the Contractor(s), which should proceed to regular checks of the health status of the workers. One NGO, Plan International, is present in the area and is already operates AIDS-HIV monitoring facilities in the districts traversed by the road.
6.5.11.4 Employment generated by the oroiect
Expected impacts Road works will create job opportunities for some 100 workers recruited on the spot along each particular road section, with the advantage of social harmony between the workers and local communities. The influx of labour will also increase commercial revenues, thanks to multiplier effects.
Recommended enhancement measures Workers should be briefed by the contractor on their tasks and the prevention of inherent risks. The contractor will also be responsible for on-theob training of semi-skilled labour force. Work certificates will be given to skilled and semi-skilled workers by the contractor and the Labour Office upon good performance.
6.5.11.5 Benefits for local SME
Expected impacts Part of the works will be sub-contracted to local enterprises, with economnic spill-over benefits in terms of multiplication effects and spread of construction know-how and private sector capacity building.
Recommended enhancement measures The Contractors will be given a roster of local SME by the competent regional authorities. International credit lines should be mobilised in due advance to support local entrepreneurial capacities in connection with the project.
6.5.11.6 Water-borne diseases.
Expected impacts Abandoned pits and quarries filled with rain water may represent a danger for children. Stagnant water in borrows pits and quarries becomes breeding habitats of pests and disease vectors (malaria, schistosomiasis, d etc.).
Recommended mitigation measures The contractors will reinstate, in consultation with the local comnmunity, the borrow pits and quarries areas to permit the re-establishment of vegetation. The Consultant suggests to plant trees for charcoal and firewood production (i.e. gassia "cassia spectabilis", omusasa sapium ellipticumw) or for timber and environmental protection (i.e. mvule " melicia excelsa ).
EL Final Re2poll- 1.03 50 Phoenix KamDala-Gavaza-Zirobwe-Wobulenzi Road EIA
6.5.11.7 Displacement and Involuntary Resettlement
Expecaed impacts Resettlement of homesteads encompassing the RRA will not be the major issue where the project road follows the existing alignment The impact on resettlement will be much higher in the areas where minor realignments are foreseen by the road works. The smoothening of curves (mainly located in village trading centres) and rectification of kinks will affect homes and shops.
Recommended mitigation measures The Consultant has taken into consideration the possibility of relaxation when the project road encroaches some villages, but there is still sufficient width to construct the road, to allow the buildings to stay in the road reserve.
Displacement and involuntary resettlement impacts are detailed in section 8.
6.5.11.8 Extansion of the feeder road network
Expected impacts The road project area is densely settled, with scattered hamlets and homesteads. The development of service roads and detours during the construction phase will enable some existing tracks and footpaths to be transformed into motorable feeder roads.
Recommended enhancement measures In collaboration with local communities, the Local Governments should select the service roads and detours which can be usefully transformed mto pennanent feeder roads. The competent authorities should earnark the funds and the local participation to ensure their maintenance after the end of the road upgrading works. The integration of the new feeder roads into the rural transport network is likely to regard a total length estimated at about 15 km.
6.5.11.9 Hazards for livestock
Expected impacts Small herds trek along the shoulders of the project road in Luwero district and animals cross the road itself
Advised mitigation measures Speed limits and installation of road signs indicating the presence of cattle, especialy on the stretch between Bulami (kIm 37,0) and Bamunanika (km 57,0), will help curbing accident risks. The collaboration of traffic police and local communities will be essential.
6.5.11.10 Activation oftransmission corridors of diseases. ests and weeds
Expected impacts The upgrading of the road makes will enhance this impact. Congestion in settlements along the road may intensify diseases as malaria, dysentery, meningitis, measles, aids, or spark epidemics as cholera, typhoid.
ELA Final Repon2S-1103 51 Phoenix Kanmala-Gavaza-Zirobwe-Wobuienzi Road EIA
- -S C I-r
~~~~~~~~~~-U
Photo 6.4 Herds of cows grazing on the road reserve is a common encounter along the Zirobwe-Wobuienzi section.
Advised mi igation measures Measures: enhanced health care in market centres, proper adverinsmg, hygiene control (water, etc.).Target groups: drivers, caterers, young people. Responsibilities: bealth services, local communities. Local NGOs, especially those involved in AIDS-HIV control, should be mobilised.
6.5.11.11 Road Safety Hazards
Expected impacts Accident rates will diminish thanks to: (a) geometric correction of risky gradient/curvature mixes, (b) a sealed surface, and: (c) better conditions for cyclists and pedestrians on the shoulders . But accidents may grow in number due to greater traffic and over-speeding induced by better driving conditions. The perception of severance by local dwellers (namely, the sight oseparation between one side of the road and the other) will be diminished where the road is on small embankment or shallow cut. Access to roadside properties and side streets could be easier but more dangerous.
Advised enhancement measures It will be of the utmost importance to enforce speed lirnits, as well as the control of the use of dim lights when crossing vehicles at night Where the road is on small embank2nent or shallow cuts, the perception of severance must be enhanced by proper horizontal and vertical devices. Humps for car speed reduction and extt shoulder space for cyclists and pedestrians are also recommended to be introduced for this purpose at village crossings (Table 6.5). Bus bays should be created where applicable (Table 6.6). Road signals must be properly installed and maintained and traffic education effectively taught in local schools. The target groups will include drivers, the general public and the students of primary and secondary schools. Responsibilities will belong to traffic police, school teachers, local conmunities, assisted by the Ministry of Communications and Transport.
ElA FinalReq/2I8-1 1-03 52 PhoernlX Kazmiala-Gavza-Zironbwe-Wobuienzi Road EIA
Table 6.5 : Location of extra shoulders in village crossing
14.0 Gayaza 400 17.7 Magigye 200 20.5 Busukuma 200 22.6 Namulonge 400 25.2 Kiwenda 300 26.8 Lukyamu 200 28.0 Bugema 300 31.1 Busika 200 33.5 Vvumba 200 37.9 Bularni 200 44.2 Zirobwe 700 49.3 Namawogya 300 55.5 Lutete 200 58.0 Bamunanika 400 61.9 Lukyarnu 200 67.0 Wobulenzi 400
Source: Field survey
Table 6.6: Location of bus bays
23.1 DispensaryNamulonge 600 25.4 Kiwenda junction 600 28.4 Dispcnsary Bugama 600 32.1 Dispensary Busika 600 44.5 Taxi park Zirobwe 600 49.2 Namawogyajunction 600 57.0 Health Centre Bamunanika 600 '.int .-T 2XEV], Source: Field survey
6.5.11.12 Increased demo=eanhic pressure and unsustainable land use
Expected impacts In-migration will raise pressure on laind, boosting ribbon development along the road and triggering land price rises. Higher prices of land are often viewed as positive impacts, which they might be when everyone owns their land. Less than 30N of the people own their land in the project area, so that the benefits of price rises will be felt by a minority, while the great majority will feel the disadvantages of hire rents. Farms will be bought by newcomers. Albeit consensual, such transactions will create landless households, pushing margina]
EIA FinalRepo.28t11.03 53 Phoenix Kamwala-Gavasa.Zirobwe.Wpbulenzi Road EIA
farmers to seek land in remote places and spreading extensive, environment-hostile cultivation practices.
Advised enhancement measures Town planning capabilities must be strengthened to prevent congestion of construction just beyond the road reserve area. Rural co-operatives and credit lines -hould be assisted in order to sustain smallholders and avoid excessive sale of farmlana to commercial farming companies. Agricultural extension networks should also be fortified, in order to ensure sustainable cropping patterns and avoid soil depletion due to practices maximising immediate returns, as it usually happens when land is leased by owners to landless farmers who care for just immediate return and neglect the long-term effects of poor soil management.
6.5.11.13 ImDroved Community and Environmental Services
Expected impacts Improved transport will help the distribution of drugs. Patients will receive faster medical attention. Health workers will enjoy easier access to work places. More doctors and nurses may reach the northern part of the project area.
Advised enhancenent measures Regional investment budgets should target the rehabilitation of water supply, rural and urban health services and educational facilities, taking advantage of lower transport costs and better accessibility to the road influence zone.
6.5.11.14 Economic benefits
Expected impacts Traffic increase will benefit the national and local economy, stimulating investment and intensifying trade. Household eamnings should improve as a result of better access to the area. Farmers can be able to sell produce from stalls on the roadside and additional jobs will be created with the development of new small scale industries along the road. At the same time, public services will become more diffuse and delivered at cheaper costs. The fallout of such benefits will however be constrained by the lack of ancillary facilities to receive additional traffic and sustain the offer of local products and private, public services.
The cost of crops hauled from the project area to Kampala urban markets will be reduced. At present, food staple crops as banana plantain (matoke) and sweet potatoes (hmnonde) are transported to Kampala from Kalagala, Zirobwe and Bamunanika production areas at the cost of 450-500 and 900-1100 USh per ton/kzm, respectively. Due to the road conditions, mainly pick-up cars are utilized along the project road for the transport of staple crops, keeping high the transport costs. The likely cost after the rehabilitation of the road is expected to drop respectively to 350-400 and 650-700 USh per ton/km as the same rates paid utilizing trucks on the tarmac road Wobulenzi-Kampala via Bombo. A lowering of the supply cost will increase the quantities sold on the market. In fact, although the farmlands of the project area are fully exploited and in some cases overexploited, the farmers will have the opportunity to intensify crop productivity, re-injecting transport cost savings in the purchase of production input as fertilisers, pest control products and post-harvest facilities. In fact, it has been widely observed that cropping patterns are usually intensified and agricultural infrastructures developed along rehabilitated road sections in rural areas.
EIA F=nlReponr2S-11-03 54 Phoenix Kmoala-GavazL.Zirobwe-Wobulezi Road EIA
Improved access must be matched by an expansion of capacity of the existing health and educational establishment to avoid congestion, which is already high especially in the najor hospitals and clinics of Kampala urban area.
Recommended enhancement measures Basic facilities to be developed include: (a) parking places for transit vehicles at stopovers, (b) traffic police facilities, (c) organised local markets, (d) workshop areas with basic amenities, (e) motor parks and stations. Public services will also need to be strengthened, particularly primary and secondary schools and health establishment. An increase of at least 5% of accommodation capacity is recommended, on top of the expansion programs targeting natural population increase.
EIA Final RqWO28-1 1.03 55 Phoenix Kamola-Gavya-Zirobwe-Wobulcnzi Road EIA
Table 6.7: Environmental andSocial Impacl Matrir:
Activities Affccted Potential Duration Resources Impact Degree Degree Deee of of of tlr sigcIg senia Saem B C A Pre Construction . Social * Inducement of land Short tern X Site Surveys ecoromic speculation condinion * - inscrcrity among mong the PAPs X Land Social - Loss of the primc land will LOng term. X Acquisition Envitonment affecet the farming communities along dheRight of Way, Site cleamnce Land.Water . - increase in soil erosion due to Long tcrm X Flora and los soil cover and loosening of Fauna th soils.
* -Sediment deposition due to loss Long term of Ground cover in the water X bodies.
* -Drainage. Slight increase in the Short term run -off due to loss of the veptazion and compaction of the earth. Site x Noise * Increase in the noise polution Clearance Short condition andl coused by machine vibation in Clearance ~the Qualituy of operaton. teX Life
Construction Water * Sanitation and waste disposal in Short term X and camp coronuction camps. establishment
Quality of * incred prissrc on the local Human life social services. The contuctor might use the villagse eg water supoly and wood stock
Short termn x Operation of Lnd and * Increase in the sedimnestation Longterm Quarries X Noise deposits.The impact is due to unafe pracdces_
EIA Final Repoui2-t 1-03 56 Phoenix Kamnala-Gavaza-Zirobwe-Wobulenzi Road EIA
Estalishiment Water * Pollution from run off Shon term x and operationt tc tion oble. of tite spoil disposal areas Land Long term X . ineraes in slope instatbility.
Fauna/Flora Long tern X * Loss of sensitive habitat/Vegatation cover.
Long tenn X * Loss of the land productivity due to usage of land for the estsbhshimern of * spoil disnosal areas. Mobilisation of heavy plant Land * Compaction of soils Long tern x and * Contermination of soils by machinery lublicants atd fuel. Shorterm x Construction of earth works Water * Interference with nraturmldrainage Long term x patterns * Pollution from run -off Long term x conrstuction waste
* Increase in the sedimentation / Shito teamt x erosion
* Dqnletpon of nurerajound water Shortterm x due to exploitation
Air Gentiraton of air pollution Tthe major forn of air polution will be in form Sha term dust
Emission from hot mix plants Sontenn x Dust romn tranportation of matrials. Shon term x
Dust from the borrow ueas. Short ten X
Dust from blasting operations at Short tm x ousrv
Noise Gcneration ofnoise pollution due to Shortterm x heavy machine operation.
Noise from the Quarry activities Short term X Land land insutbility Shont term x
Entbarkmeists rmight couse flooding if adquate drainage of water flow is not Short tess x provided I
EIA Fina Report/28 11-03 57 Phoenix Kamnala-Gavtza.Zirobwe-Wobulezi Road EIA
Long term x Flora Damage to flora
Fauna Danuge to Fauna Long tcrm x
Base course Workers Risks while handling hazard nmterials. and surfacing acctdents risks Operational X Note:
O The degree of significance A indicates higher level of sensitivity *. The degree of signficance B indicates medium level off sensitivity The degree of sigficance C indicates low level of sensitivity
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7 ENVIRONMENT MANAGEMENT PLAN
7.1 Context of the Plan
This chapter outlines an Environment Management Plan (EMP) to consolidate the environmental mitigation measures and social compensation packages required by the project. The intervention embrace both the works phase and the post-construction phase (use/maintenance of the upgraded road).
Radionale of EMP. Co-ordinated schemes and a tight working schedule are needed to offset the adverse impacts of the road project, or downsize them below the risk threshold at which they would make the project unfeasible. Some of the solutions put forth in the previous chapters are nothing more than good engineering practice. Others require that public authorities mobilise at national and regional scale, with the participation of road users and local commnunities. Since road upgrading will yield not only negative, but also positive impacts, measures are cxtended to encompass a package of supportive measures, geared to enhance and multiply the benefits generated by the project.
Target areas. Environmental and social protection measures can be grouped in seven focal areas, with their respective thematic stages and time frames, namely: * Road-related environmental engineering design (year 2001) * Works management during the project implementation phase (year 2002-003) * Exprpriation and resettlement (year2002) * Traffic management after re-opening of the road to traffic in 2004 * Construction of ancillary or complementary infrastructure (2004 onward) * Environmental protection across the Road Reserve Area (2004 onward) * Benefit enhancement measures (2004 onward).
7.2 Environment Managemet Plan: Phase I Project Execution
7.2.1 Final formulation of the environmental packages
Design is a critical stage, during which the Consultant conceives and executes in detail - under the direction of the Ministry of Works - all further steps in the Action Plan cycle. During the final engineering stage, the environmental measures advised by the present report (Table 7.1) must be incorporated in detail into the drawings, bills of quantities, contract docuxnents and other output of thc detailed design work.
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Table 7.1 : Mitigation measures to be incorporatedin the detailed road design and implementation ofproject activities:
0 Realign to avoidsensitive areasspotted by the surveys. Human habitat and setlements * The project road follow the existing I. along the ROW allaignment. ('Right Of Way) * Where relocation ofcommunkities will occur fairand adguate compensation will be made to ______all thos eaffected. * Stabilize cuts andfills with vegetation * Use of strip bands of grass 2. Instability of road cuts and fills * Plantingof mult purpose trees ltat will staiblisethe excavated landscape and also to benefit the communities withfuelwood. fruits ______andfodder. * Architectural design to "blend " with landscape, avoid cuttingfliflling andpits infine scenery- * Plant trees in all impaced areas. Earthworks and Associated * Avoid stock-pillingnear waterways water 3. Activities including the Borrow sourcesandon slopes. pits and Quarry sites * Avoid ponding either by backfllling open ditches or by constructing interception ditches or settlingponds to ;prevfent the muddy water from reachingthe water courses.
4. Soil crosion and sedimentation * Increase drain outlets, avoid cascade effect. . Sdline receiving susrace with stone, conerete 5. Harms to surface and groundwater Culvrrs.' css-dringedeign to keep ______hydrologicalequilibrium * Design of borrow pi excavation, exploitation 6. Water stagnation in borrow pits and restoraionsystem * Rehablititaon of pits i requiredbyplantig trems at at all impacted sites. 7 Barrers to aquatic life * Design largesize culverts in swamplands * Provideadequate signals in areas of presence 8. Hazard for livestock herds * commuity awareness in respecibtothe Highway code and roaduse during and afire construiction. 9 Trafric adent risks * Design road safety components * community education . The EMP will consist of a set of mitigation ,monitoring and the institutional measures to be urndertaken during the implementation (construCion) and operational stages of the project to elkminoate adverse enviroanmental and social impactfs off-set them or reduce them to the acceptable levels.Special provisions in respect to the effective implementation of the plan have to be taken into account .Adquate financing of the plan has to be put into consident ion. Depending on the the sensitivity of the social and environment concern of the project road an Environmental monitor may be assigned to the project. Environmental monitoring carried will be out to ensure that all construction activities comply and adhere to the environment special provisions and the environmental standard specifications, and that all mitigation measures are imiplemented and compulsary plans are constructed.
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Tbe implementation EMP will also direct a mult-year post-construction monitoring programme to ensure that mitigation or compensatory features or structures are perfoming as designed, remediation measures may be instituted to ensure performance.
7.2.2 Environmental and Social mitigation at the Implemnentation Stage:
Earthworks activities, land takes, materials spoiling, plant operation, haul traffic and road equipment and the associated noise are the typical features of the road construction process may have adverse effects, like soil erosion, water pollution, encroachment into natural and human habitats. Part of the danger can be offset by good construction practice, in line with the engineering design.
Table 7.2: Proposed mitigation measures during construction:
* Proper timing of works. Topsoil stock piledfor l. Land take. earthworks later use com4pesation to all the affected persons for all land impacted * Rehabilitate the pits after use * Consider the noise barriers. * Ensure that all comnpesation to the owners is 2. Borrow pits, quarries promptly andfairly made. * Fit the stone crushing plants with approwed dust control devices. * Protect the exposed slopes by utsing the Bio- ______engineering techiniques. 3. Detours and hul roads * Minimize vegetation clearance. Restore sites after use * Careful camp location, construction, management * locate the project offi cs, sheds and the 4. Construction Camps constution plant awyfrom settlement * The site should be reso red to near natural or stable state after its use. Plantnachinery (noise, * Install mufflers on mackines Control dust with 5 vibrtion, air po vibration,ar pollution)holidarys Slubon)Suspend heavy works on Sundays and other 6. Water and soil pollution * Collect, recycle lubricants. Precautions to avoid accidentalspills 7. Site and detour hazards * Propersignaling. Careful driving of haul trucks 8. hazrdsHeath duing Periodic health examination 8. Health hazards during works~ treatment when needed of workers with 9. Breeding habitat of disease * Improved landscaping,filling or drainage to avoid v_ovectors creating breedinggrounds for vecors.
These mitigation measures will form part of the contract documentation for the road upgrading works.
7.2.3 Monitoring and Responsibility: EMP Phase I
The Contractor - overseen by the Works Supervisor - will carry out the mitgation works and bear the related costs. The Environmental Unit of RAFU, in close collaboration with the Ministry of Health, Lands, Water and Environment, the Forestry Department and other
EIAFinal lteponi28-1 3 61 Phoenix Ka&moatsGaaza-ZinobweWobuIenzi Road EIA
environmental authorities, has the responsibility for inspection and sanctioning the following components of the works implementation cycle: * limitation of land takes to the minimum required l stockpiling of topsoil and cut vegetation for reinstatement after works completion * excavation, cultivation and finishing of borrow pits and quarries * drainage and erosion control systems * installation and running of sanitation, health facilities in construction camps adoption of hazard control devices timely notification of dislocation and resettlemnent notices * any other works component impacting on the physical and human environmeut. Supervision costs will be born by the Consultant in charge. Environmental inspection costs will be bom by the budgets of the responsible Government Agencies. The contractor and the works supervisor shall make available logistic means to the inspectors in accordance with the requirements of the contract documentaion.
During the project implementation phase, the mitigation of adverse envirownental effects primarily rests with the Contractor. Compliance by the Contractor in carrying out these mitigation works is secured by the contract documentation and by the sum allowed for construction supervision which is included in the cost of the Project works.
723 Environment Management Plan Phase I Budget The cost of the mitigation measures included in the Environment Management Plan is fully detailed in Section 10 herein. The total of these costs is the budget for the EMP as detailed below. These costs have been taken through to the Main Report on the Feasibility Study for the road upgrade and will be fully reflected in the allocated project funding. The EMP Phase I budget is: 0 Alignment B: USh 886,400,000/- (Eight hundred and eighty six million four hundred thousand Uganda Shillings)
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7.4 Environment Management Plan: Phase 2 After Opening Road Upgrade
The Phase 2 of the Environmental Action Plan, will go through five basic environmental and social impact management processes or stages, namely: i. Traffic Management ii. Development of Ancilary Infrastructure iii. Ecosystem Protection in the Road Influence Zone iv. Environmentally Sustainable Road Maintenance v. Benefit Enhancement Measures and summarised below.
7.4.1 Taffic Management
As traffic is expected to progressively raise, risks will increase proportionally, uniess curbed by appropriate measures, as suggested in Table 7.3.
Table 7.3 Traffic managementppontiesand duties
Pontetial rlskis Mteasures Reponsibliftes Accidents Safety management MoT, MoW, Traffic Police Hazards for livestock Installation of road signs MoT, MoA Noisc, vibration, air pollution Vehicle checks, speed control MoT, Traffic Police Damnagc to pavement (overloading) Axle load control MoW, Traffic Police
Central Govemment duties will be shared with the corresponding services of District Governments.
7.4.1.1 Safety manaiemnent The Ministry of Transport will check that speed-reducing humps are properly advertised and maintained in the road's urban segments. Traffic police wil enforce safety rules, by controlling dnving speed, exhaust emission, axle load limits, vehicle age and efficiency. The Ministry of Transport, together with Traffic Police, will collaborate with local schools to deliver courses on road traffic behaviour. Where the road traverses towns and villages, speed restnction signing is essential. Rumble strips must be engineered into the road on the approaches and through the settlements. Intersection layout, channelling of flow, access restnctions. foot paths, bus stops and crossing signs should be installed. Road markings, crash barriers and guard-rails are recommended on certain bends. Wherever the road goes through shallow cuttings or small embankmnents in urban areas or villages, local amenity must be maintained. The side slopes of earthworks must be smoothly shaped, so as to ease pedestrnan access. Side drainage must be designed to allow both vehicular and pedestrian access to side streets and nearby properties. Pathways for pedestrians and cyclists will be provided at culvert crossings. Road signs and safety measures will prevent hazards s where is presence of livestock on the road. Checks of vehicle age, efficiency and axle load by Traffic Police is essential and must be reinforced by timely inSpections form central traffic authorities. Controls are insufficient to cope even with the present, low traffic rates.
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7.4.1.2 Environmentally Sustainable Road Maintenance Environmental-friendly methods must be introduced in both routine and periodic maintenance. Over the 20-year economic lifecycle of an upgraded road, the money spent maintenance in and upgrading usually exceeds the initial investment. Therefore, the environmental impact of routine and periodic maintenance works risks to be, if improperly planned and executed, proportionally high. The Ministry of Works will prepare a Maintenance Handbook for the proiect road, incorporating the standards introduced by the Final Engineering Design for the various links, with special focus on: * vegetation cover of cuttings and embankment slopes borrow pit and quarry management * drainage, erosion control, pollution control from accidental spillage. Given the ecological implications of the road project, the maintenance handbook should be prepared in collaboration between NEMA, the Ministry of Works and the other concerned Ministries.
7.4.2 Construction of Ancillary Infrastructures
As soon as the upgrading works are over, ancillary facilities should start being implemented as part of the environmental and social mitigation measures required by the project. Ancillary road infrastructure will feature raffic stations and motor parks. Zirobwe and Bamunanika should be endowed with proper parking station, with fuel refilling facilities, cafe, toilets, tyre maintenance, mechanical workshops and telecom facilities. Police stations should be strengthened to better cope with accident relief standards, including adequate telecommunication.
7A.3 Ecosystem Protection in the Road Influence Zone
Potential risks at macro-environmental scale can hardly be predicted at the present stage. District authorities should adjust settlement planning rules to avoid densification of buildings and commercial services just beyond the right of way of the upgraded road. The District Land Board should assist local planners by providing updated, large-scale topographic maps of the road, enabling them to control its spatial inpact on land use. Ideally, strip mapping should be expanded to provide the basis for cadastral mapping of the settlements impacted by higher traffic rates and consequent urban congestion risks. With the increase of traffic flows, the likelihood of new diseases being introduced by immigrants and road users demands a close assessment. Health checks and vaccination facilities should be strengthened. Investigation of vector ecology should enable epidemics to be prevented.
7.4.4 Advised Benefit Enhancement Measures
The upgrading of Gayaza-Zirobwe-Wobuienzi road can generate great social opportunities in the project area, including:
* the renovation of the struggle against poverty * increase m land prices and related tax revenues upgraded educational and health services, especially in rural areas * job generation * creation of a favourable business environment and new credit lines for SME
EIA Final Repon2S-11-03 64 Phoenix Kamrala-Gavaza-Zirobwe-Wobulmtzi Road EIA
Increased land prices represent both an opportunity and a social evil, as they may tend to marginalise indigenous farmers. Even though occupancy rights on land are exchanged on a consensual basis, in the long run the best land may end up in the hands of commercial investors, while smallholders are pushed towards less productive areas, with an increase of extensive, destructive agriculture on marginal soils. The project should identify at-risk population groups and incorporate their interests into project planning and cost analysis, minimising losses and offsetting any adverse consequence.
The responsible administrations should identify, in collaboration with local businessmen and NGOs, detailed investment guidelines and implementation schedules, for both environmental and social benefit enhancing initiatives.
7.4.5 Phasing of the Environment Management Plan
The time frames correspond to the project's short, medium and long term impacts, both direct and indirect. The stages are not necessarily sequential, and may partially overlap with each other. The first three stages - Engineering Design. Works Management and Expropriation/Resettlemen: - fall within the project implementation process. As a consequence, they mainly concern direct, shot-term impacts. The remaining three Stages (Traffic Management, Ancillary Infrastructureand EnvironmentalProtection) will start after work completion and will focus, to a large extent, long-term, on indirect impacts.
Therefore, the seven stages can be grouped under two major Phases of the Action Plan cycle, respectively: L,Proiect Imolementation (2001 - 2003), and: 11.Environmental Manaaement of the Uonraded Road (year 2004 onward).
Benefit enhancemeret measur, Thanks to the project, Ugandan Government will be able to improve health care, education facilities, water supply, power plants, rural conmunications and other amenities. Benefits can be intensified and expanded by strengthening the institutions and economic sectors, which depend on trnsport services.
Overallphasing of the Managems eat Plan. In 2001, the environmental specifications of the project will be worked out in terms of detailed engineering design. Implementation steps will follow in cascade, involving the contractor, the works supervisor, government authorities, road users and the local population at large (Table 7.4).
Ambivawlce approach. Road related development may involve both adverse and favourable impacts. For instance: * speed increase is both a time-saving factor and a hazard for safety; * population inflow may be viewed as an economic blessing but is, at the same time, a source of congestion and pollution.
The final balance between envirownental costs and benefits depends on how simultaneously and interactively the former are mitigated, the second enhanced. In other words, the net outcome is yielded by the way the whole process is steered by Government authorities and civil society at large. The EMP described herein suggests methods to strike the balance on the positive side.
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Table 7.4: Phesing ofthe Environment Management Plan
Phase 1. PRaFECTXECU U77_N _
I.Environmental dessign C onsulting engineers under ______~~~~~~~~Contractor,MinistrKes of 2.Works management Works, Health, etc. 3.Expropriation. District Land Boards rths tement I Phase2 FoLLow-uP 4 .S T. s,N Tr.ffic Pjrlve. Rord 1.1er Tr.tti; nmJnJgtentm .Z Z Asxal
_~~~~1 . . M.eD@_intw%r . t %kOrki. 5kw;ll4r% X m Ir.stracture ,, \ , S toerns LUwa
:! EEnrmmonwell I. ind Heallh 6 Ecoimirem man.eencnt C'u orheIiC. L-''l _ , ,;,,J Go%ernmenn _- \ ark.bs 7 BFnepioenhdnt .c3-m 6 'hoen CCnrrTJIand Loe,l
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8 DISPLACEMENT AND INVOLUNTARY SETrLEMENT
8.1 Main Characteristics of Settlements along the Project Road
Along the paved section (14 km), most buildings close to the road are used for commercial purposes like shops, guesthouses, restaurants, kiosks, groceries and bars. Some buildings host community services, grain milling machines, garages and various workshops. As mentioned in Section 7, this section is considered urban and peri-urban road and will not be affected by any displacement since the new road structure will follow the existing alignment. Along the rural section (53 lun of gravel road), houses, surrounded by crops, are located on both sides of the road. Most of the houses are made with locally produced building materials: 75% are of burnt bricks for foundations and walls and corrugated iron sheets for roofing. 20% are made of raw bricks or mud-and-poles for walls, but just few with grass thatching for roofs. Village trading centres and small open air markets are located at the major road junctions. School buildings and playgrounds are also found near the road as well as places of worship.
8.1.1 Expected impacts
8.1.2 Impact on lnd and cropped area
Most of the upgraded road in the Alignment B option will follow the existing alignment except where realignments have been introduced which will entail additional acquisition of land, displacements of homesteads and crop/trees cutting. Table 8.1 shows the quantity of land taken up by the road assuming the existing RRA width of 30 meters related to Alignment Option B (minor realignments). The 14 km paved section is not included, since no resettlement impacts have been spotted along this section of road, except one minor case.
Table 8. 1: Land taken up by the project road
Project ris ~Leqib RRA- I (km) (bha Optimisedalignment | 52.7 158.1 30 meters width of Road RemerveArea according to the Uganda Road Act Source: FieldSrvey
Concerning the present occupation of the RRA by crops and tree plantations, a widespread incompliance with present regulations has been observed. The rural sections of the road have an average width of about 15 meters including side drains and irregular berms, beyond this limit areas are fairly intensively cropped. Assuming that along 45 km of the rural sections of the road an average strip of 7.5 meters on both sides of the road is occupied by small-scale farms with mixed cropping (mainly banana and coffee trees), the total cropped area encompassed in the road reserve area accounts for about 67.5 Ha.
EIA Final Repont28-11-03 67 Phoenzx KnDmal;-Gavy2-Zirobwe-Wobulenzi Road EIA
;F ';- -
p r
Photo 8.1: Gayawa-Zirobwe Road. Coffee and banana trees growing on the road sides. Farming activities in the rad reserve may also negatively affect the road draingagesystem.
The imnpact on land and cropped area caused by the foreseen RRA of deviations stretches is detailed in Table 8.2.
Table 8.2 :A impact on landand cropped area by deviation
Decviation n° I 2399 7,2 1.5 Deviation n° 2 1211 3.6 2.6 Deviation n° 3 6564 19.7 I .S Deviation n° 4 7247 21.7 17.0
Source: Cons,lgt'g'swwy
8.1.3 Impact on const,rctions
The constructions (all dethed homes) encompassed in the RRA have been divided in two groups: * constructions in the reserve area along the existing alignment sections of Alignment B, * constructions in the reserve area along the realigmnent sections of Alignment B.
Table 8.3 on the following page displays the number of constructions located within the reserve area of the existing and maintained alignment as well as those encompassed in the reserve area determied by the minor realignments.
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Table 83: Constructionsencompassed in the RRA - Alignment Option B
5.800Kumar 50 50 7.100___ .30Kumanboa 9.300Lutele 35 GayazaGa 10 14.900 Gayaa 25 18.500 Magigye 60 60_ 18.500 MaRijYe 50 50 21.800 Namulomge 40 40 22.000 Namulon e 60 60 23.100 Namulonge 20 20 25.900 Kiwenda 7 latrines 27.700 Kiseli 40 40 27.800 Kiseli 40 40 36.600 Ndoeda 70 70 41.700 1Jw 50 so5 41.7D00JanR;t _ SO _ 50 _ 56.900DB munattka 50 50 56.900 Bamur nikit I _ 35 1 35 66.500 Wobulenzi 1 20
21.000 Kasombi 50 50-h
28.800OBugest 40 = 40 aeY 2.8.O Buse_ 30 30 28.900 Bugema 40 _40 2S.900 Bun so 50 31.2000 B"usika = 0abardonC-fi facor 38.200 Bulami 400 40 3S.200 Bula ni 40 40 _38.300 Bulami 30 30 39.300 Bulamni 40 ._ 40 38.300 Bul mi 50 50 39.900 Kabulanka 30 30 39.800 KabWanaka 25 -25 39.800 K&Wank 25 25 39.900 Katbulanaka 740 40 39.900 K bulanaka 25 25 39.900 Kzbubnaka 25 - 25 39.9D0 K bulanaka IDO 100 39.900 Ka hiak too 100 42Z400 Janz SO 50 4U.600 Nawrswogy 60 _ 60 48.600 NamXawogya 50 50 49.500 Nanuawogya 40 40 50.000 Nampunge 40 40 -51.300 N-ii-une 2Z5 _ 25 51.300 Nanwpung1e 25 2 5 51.300 Namwunge 25 - 25 62.500 Lukyanu40_0 _ 62.SOD Lm D - 4 Sob tatanL: ilE
EIA Fi;li Repon/28 11403 69 PhoenLDc Kampla-Gava7A-Zirobwe-Wobulenzi Road EIA
So.rsc: Fieldsunkv
From the table, the number of constructions laying within the RRA results to be: * 36 homesteads * 8 shops * 120 m fence walls * 7 latrines * I gateway (Bugema University Campus) * I abandoned coffee factory
8.2 Recommended Mitiption Measures Displacement and crop-trees cutting issues will be addressed during the project implementation phase, giving timely notice to owners and carrying out the compensation procedure before the works are over. At least equal standards of living shall be ensured. The process will be co-ordinated by the District Land Boards.
As mentioned in the general approach to involuntary settlement issues the Consultant recommends that the following principles are applied:
* Expropriation of land, crops and trees cutting is limited to crops and trees encroaching on the road structure including maintenance berms; trees cutting is also admitted to the ones located beyond the above mentioned area when they severely compromise road safety.
* Demolition of constructions is limited to the constuctions encroaching oni the road structure including maintenance berms, or severely compromising road safety, all other existing constructions not encroaching with the road will be allowed to remain in place, and after gpzetting of the road reserve the construction of new buildings will be prohibited.
Taking into consideration the mentioned principles, on the existing road alignment (15m width) only a strip on an average four meters large is needed on each side of the road, while for minor realignments and deviations an average 23 meters of width are required for the road structure. Using the above parameters, the extra land required by the project road sttucture, for the optimised and with deviations alternatives, is 44.00 ha and 66,62 ha, respectively. The road widening will interest about 47,9 km of the existing alignment, out of which 39.25 kn are flanked with cropped areas, mainly banana and coffee plots. During the sample survey carried out on a number of sections of the existing road, an average of 36 economic valuable trees were counted per 100 metres of cropped roadside. This means that for the optimised alternative, 14,140 trees shall be cut for widening of the existimg road. For the road including deviations, the number of cut trees will reduce to 10,180.
For the srnoothening of curves and rectification of kinks, the optimised alternative will require the destruction of 4.32 ha of cropped area, while for the alternative with deviations the cropped area that shall be destroyed is much higher (26.00 ha).
6 Tbe road snicure is intndd as die cariageway. shouldem enbanent slopes, drains and maaie bans. The width of the rod stucntre varies accodin to a numiber of factors; c.g the road atn,c width of a cbass road with shouldes of 1.5 m. the crnbankment height of I m side drains of 3m and maintenance 2mr,accoints for 23m. ber.n or
EIA Final Rcpon28-11-03 70 Pheenix Kantria-lpvaza-Zirobwe-Wobulen,.i Road EIA
The road construction works will temporarily occupy about 20 hectares of land for borrowing, installation of camps, haul tracks and detours. Most of the occupied land is marginal or fallow land, but sometimes cropped areas will be affected. The Consultant has estimated in 3.00 ha the cropped area that will be destroyed for the temporary occupation of land during construction works.
The number of constructions encroached by the 23 m road structure is estimated at 800/% of the total constructions laying in the RRA. The exact number of constructions encroaching the road structure will be determined on the basis of the detail design of the project road. The typical rural lay-out of villages in the project area, with detached homes surrounded by cropped plots, will permit the resettlement in the same spot of displaced families, but just few meters behind the previous location. For the majority of cases furthermore the availability of free plots close to existing settlements may ease the process of displacement.
The impact of the road structure on land, trees and buildings for the two alternatives of road upgrading are displayed in Table 8.5, while the impacts caused by each deviation stretch are displayed in Table 8.6.
Table 8.4: Land, valuable trees and constructions encompassing theproject road structure
extra land for road structure ha 44.00 Valuable trees n. 14,140 cropped area ha 4.32 BuilIt up area sqm 15118* 80% oftotal bult up arealaying in the road reserve area. Source. Consultant s Survey
82.1 Conimunity participation
During the field mission, prehminary field checks were made to gauge the opinion of local leaders and community members toward the ecological and resettlement implications of road project. Consultations have also been carfied out with regional and district authorities and village groups. The report on the public consultation activity is presented in Appendix A.
The response has been largely positive at all levels, but the approach was intvitably general and somehow abstract In fact, the respondents usually enthused vis-i-vis the perspective of solving the major transport problems of the region. The ecological and resettlement costs and implications were inevitably overshadowed by the expected benefits. Therefore, after the key environmental themes were analytically focused by the public consultations, a second passage was required to carry out consultation meetings with representatives of persons affected by the road upgrading works and of NGOs, in order to elicit comnents and suggestions on the resettlement program, and in particular on the compensation policy (Appendix B).
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9 RESETTLEMENT IMPACT ASSESSMENT
9.1 Objectivc of the Resettlement impact Assessment The objective of the Resettlement Impact Assessment was to provide for the resettlement and rehabilitation of Project Affected Persons (PAPs) so that their losses would be compensated and their standards of living would be inmproved or at least restored to the pre-project levels along the Kampala -Gayaza-Zirobwe and Zirobwe -Wobulenzi alignments. To achieve this objective the resettlement impact assessment provided rehabilitation measures so that the income earning potential of individuals are restored to sustain their livelihoods. The specific aims of the Resettletnent inpact Assessment was: * To identify persons (individuals or groups) who are affected by the Project either by the necessary destruction of existing buildings, constructions or crops. or by the need to acquire land,
* To identify, through consultation. appropriate options for resettlement and compensation of project affected persons (PAPs). which accord with the legal requirements of Law Uganda and are consistent with the relevant policies of MOWH&C/RAFU and the World Bank; and
* To determine a process for the successful and timely implementation of resettlement, compensation and land acquisition. consistent with the Project objectives. Principles
A. Resettlemenit planning should be based on the property indexes and compensation standards to ihprove. or at least the original production and living conditions of the resettlers.
B. The resettlement of the project shall be combined with the regional experience in resettlement tnatters. resource development. and economic development and environment management plans and protection. Considering the actual conditions. Practical and feasible measures shall be worked out for restoring and developing the production and living of the resettlers ease by case, meanwhile, some necessary conditions shall be created for self-development of the resettlers.
C. Planning should be based on the principle - Beneficial to the production and make the life convenient".
9.1.1 The Project Impact in respect to resettlement:
The Proposed road development for the Kampala Gayaza-Wobulenzi road is about 67.4 Km and basicaliv follows the existing alignmetit. The recommended aligntnent serves moderate and relativei) high population density. The project road connects several rural townships and trading centres. The Horizontal profile closely follows the existing centerline. The alignment is divided into 2 sections. I Kampala - Gayaza -Bugema - Zirobwe which is 44 Kms.Zirobwe - Namawojja Nampunge - *Bamunanika - Wobuienzi which is 23.4 - Kms.
1IA hnal Rcp.V2X-1)-1)', 72 Phoeenix Kamsala-Gavaza-Zirohwe-Wobuienzi Road _ EIA
The project alignments therefore serves the population and districts of Kampala. Luweero. Wakiso. Nakasongola and Mukono. The development of the alignment will highly transfonn development and enable cominitinities to tap the existing and potential resources for meaningful development. The proposed project road will therefore effect some considerable impact on the population in the Direct impact zones.
9.1.3 Cutting of economic valuable trees
The banana tree (matoke) is the most common tree in the project area and for local farmers is both staple food and an income generating product. The economic,value of a mature banana clump. producing about five stems per year sustains the household in food security matters. For mature coffee trees. appropriate to be extended to all trees that shall be cut for road widening. The present survey has estimated at 14.140 the total number of trees that to be cut during the works. Loss of such valuable trees and crops was realised during cadastral surveys and construction. Project activities will considerably affect the farming potential along the right of way.
9.1.4 Loss of agricultural production During the road upgrading works, an estimated area of 3 hectares of cultivated land will be temporarily taken up for camp sites. borrow pits, quarries. service roads, an estimation of accidental construction damage and detours.Adding this area with the cropped area expropriate for road realignments (4,32 ha). the total cropped area that will be destroyed by the road works will amount at about 7.32 hectares. The preliminary surveys indicated that farmers grow a lot of perennial trees. mainly bananas and coffee intercropped with a large amotint of other crops. like cassava and sweet potatoes. The value will be determined during property valuation by the Chief Government Valuer.
9.1.5 Displacement of stalls and demolition of Houses
During the preliminary surveys, more than 100 market stalls and kiosks. mainly located along the paved road section. were identified as encroaching onto the upgraded road structure. The project was obliged to compensate such structures and houses that are with in right of way. It provided replacement land acceptable to the project-affected persons and ensured that all PAPs were assisted in both reconstructing their homes or premises and relocating.
9.1.6 Institutions and Organizations
From the field studies and consultation with the communities. it was realisesd that the impact on institutions was not there and as such that no Institution was relocated. Cultural Institutions
In this category no cultural Institution facility was relocated. However considerable number of commercial establishment shops. kiosks and lock-ups will be relocated. Special measures were taken to minimize the demolition and total relocation and if possible. the influence of demolition of such facilities as the impact extends to people using the facilities.
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If deemed necessary by the PAPs in their new locations similar facilities for thc communities will be set --up after close consultation with the affected communities. The business aspects ofthe facilities will be compensated in forn of the disturbance allowance provided for by the Land Act of (1998) of the Republic of Uganda. Crops, Trees. Agriculture farm and vacant Lanid wi ll be comnputed to Units at replacement Cost.
9.1.7 Public Utilities and Infrastructure
All public Utilities and Infrastructure would be restored to the original service scale. Communication power and water supply vill be adjusted and restored to non-PAPs ill the area belor-e demolitioni of designated structures. The relevant utility companics collaboration Linder close were to under take drainage tacilities for the afTected areas most Kampala- especially Gayaza and Wobulenzi would be reconstructed in the process of road construction by the project work on public utilities with the contractor and project supervisor. 9.1.8 Land Acquisition
Land acquisition of farmland will be required for widening of some sections on the alignment land will acquired during land cuts, fills. borrow pits and contractors In labor camps. some Instances Land acquisition will affect the loss of some agriculture land All and crops; property loss of the affected rural production teams wi l have to he compensated.
9.2 Infrastructure and Social Improvement In the selection of design options for the road upgrading, the existing social and cotnniercial entity of communities along the corridor were taken into account. For instance. at Bulami and Janda, options to bypass these communities were rejected because such options would sever the communities from their principle trading market and thus adversely effect the fabric and integrity of the village commercial and social environment. Because such decisions have been made in the feasibility design process, the project works are not expected to adversely affect the existing infrastructure and social systems within communities along the project route.
Over the length of the project, relatively few people are affected by the works and relocation, require but nevertheless. compensation must be set so that affected persons disadvantaged are not compared to others and can accrue the benefits realised by the road upgrade. 9.3 Consultation and participation of the population in the resettlement Activities The atTected people and leaders in the project-impacted area are being consulted and encouraged to participate in all the process of the resettlement. During Environment and social impact assessment studies on the project road, communities along the project road and corridor at large (opinion leaders + key stake holders) were consulted and informed about the project at an carly stage. They have; will participate in census surveys. socio Economic studies. land and property valuation. identification of all the project affected persons. More so. thcir participation in Monitoring and Evaluation of the resettlement exercise indispensable. is It summary the affected persons will parlicipate in * Information dissemination and community meetings * Grievance office set -up * Idcntification of property aflected persons. * Land and property valuation * Resettlement consultation process.
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* Identification of problems and soLiutions that may emanate from resettlement exercise among others.
9.4 Institutional Arrangement
Ministries of works, Housing and Communication. Justice and RAFU together with the District Land Boards are key Institutions responsibilities for the resettlement exercise. Together they will follow the Constitution of the Republic of Uganda (1998), the Land Act 1998. the Town and country Planning Act 1964 and Land Acquisition framework produced by RAFU (2001). RAFU and MOWHC will have to put in place a commendable experienced team for the resettlement process. Co-ordination while undertaking the task is called for. The local leaders, landlords. cultural heads, District Land Boards. Ministry of Lands Water. Environment and chief govemment valuer's office have been involved in one wav or another for instance in the following activities Identification of PAPs and lawful landholders Property verification and Valuation -le Issuance of New Land Tilles Compensation and restoration of livelihood of the affected persons Evaluation of the key activities undertaken during the resenlement process.
9.4.1 Sites Affected by the Project
Essentially the Project involves widening the existing road structure over the entire length of the project road and, at various locations, to either straighten or otherwise improve the horizontal alignment of the road. raise the road level over swamp areas and improve the road gradient by cutting (lowering) high points.
For most of the length of the project road. the road construction will be within the corridor of the existing nominal road reserve. which is defined in the Roads Act of 1964 as being that area bounded by imaginary lines parallel to and not more than fifty feet (I5 m) distant from the centreline of any road. On arable ground, the land within this road reservation which is not occupied by the existing road is typically cultivated and cropped. The road construction works will affect these crops, but not necessarily to the full width of the road reserve.
At some locations where the upgraded road alignment departs from the existing alignment. the roadworks will extend outside the width of the existing road reserve. At these locations. land acquisition is required in addition to crop compensation.
The main impact of the Project construction works. in the context of this report. is the destruction of crops on land required for the construction. Of lesser scale. but of no less importance. is the demolition of houses, shops. market stalls and other erections on land affected by the works. Over the length of the Project, fifty-two buildings and other permanent constructions are so affected. The degree of demolition of permanent structures is limited by the road upgrading design, which purposefully optimised engineering criteria and resenlement/social issues.
9.4.2 Entitlement Framework
The Project implementation and construction activities will result in the displacement of people, acquisition of land and property and the destruction of crops along the alignment.
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The impacts of these effects are measured in terms of the number of properties lost, size of property, the type of property (residential, business or commercial) and ownership of such property for displaced affected persons (PAPs). The Resettlement Action Plan for the proposed road project will describe and enumerate the extent of negative impacts likely to be imposed on the people and their property because of construction.
The Plan will present the extent of the entitlement framework that is to be adopted to minimise then irnpact and compensate for losses that will be experienced by the Project Affected Persons (PAPs). These entitlements are to cover the loss of land, structures and other assets, such as crops, houses, land, stalls. The PAPs in this respect are entitled to a disturbance allowance (Town Planning Act 1964) and coumseling on alternative assistance. Under the Land Acquisition Act (1965) compensation for property structures and other assets such as crops that will be lost to the project are of important as far as compensation and relocation of communities is concemed. The Land Act (1998) requires compensation to be at market value. The Government Valuer will effect market value assessment of the property for affected persons. Assessment to determiine whether additional assistance is necessary to reach the real market value has put into account to be
Compensation to the project affected persons (PAPs) should adequately address their losses based upon the entitlements approved by the Government of Uganda in applying the Land Act (1998) and the Town and Country Planning Act of (1964) respectively. The entitlement framework therefore comprehensively addresses all of the resettlement issues that are predicted for the Project.
The framework conforms to the legal framework of Uganda Law. In particular it accommodates the provisions of the followings Acts and Statutes:
* The Town and Countty Planning Act (1964) * The National Environment Managanent Statute (1995) * The Land Act (1998) * The Decentralisation Act (1997).
9.53 Institutional Framework & Involvement of Local leaders
The implementation of the project will require organizational framework, that will ensure appropriate co-ordiation between the implementing agency MOWH&C/RAFU and wil utilize the MOWH&C Resettlement Framework November 2001.The LCI will be involved in the resettlement process. They will help in identification of lawful PAPs and assist compensation in the process, in resettlement implementation and in the monitoring and evaluation of the relocation process. Their responsibilities during the resettlement period will include; assistance in the identification of the actual affected persons and in the monitoring of resettlement activity, amongst other responsibilities. There is a need to establish an independent grievance committees through which the project affected persons could channel their complaints in case there is need to do so. The grievance committee will comprise of the following
* RAFU-To explain technical matters to the affected persons and local councils during meetings the
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* Chief Administration Officer (CAO)-Role is to monitor the progress on the implementation of the programme on behalf of the Government possible through the Assistant Chief Administration Officer in Charge of land matters * District land Officer-technical issues on land management and administration * Local Council Chairperson- to asccrtain ownership within the affected areas. All the committee have the same voting rights. The committee should be established and start work before the relocation excise starts.
9.4.4 Implementation strategies of the plan
Consultation Strategr:
A key strategy for the RAP implementation activities to be effective is for collaboration both in the vertical and horizontal levels between communities and Government representatives on one hand and between Local Govemment Councilors and Government Ministries (Justice, MOWHC and Lands. Water and Natural Resources) on the other. Cross sectional linkages to enhance co-ordination, enabling a sharing of experiences that will permit the RAP process will have to be consolidated.
To effect the Resettlement Action Plan, RAFU will form a Resettlement Implementation Team . This Team will be charged with forming. in association with Local councilors. various stakeholders representing PAPs in communities along the road. Each committee will include the LCI chairperson. registered landlords of affected properties (or representatives), community elders and representatives of NGO's operating at community level. The Resettlement Implementation Team (RIT) will identify the land which will be affected by the project works and it is the function of RAFU in collabortion with the local leaders to identify Affected Persons and represent their. interests in determining an agreed compensation and resettlement solution. Consolidation of Monitoring and Evaluation Systems with Stakehol(ders
Monitoring and purposeful evaluation are key factors in implementing successful resetnlement activities and it is also important to note that different stakeholders have diffcrcnt intcrest in the project outcomes. The work of the RIT and committees will effect participatory rcpresentation. monitoring and evaluation within the affected communities, witl indicators designed by the community and leaders of the affected communities. This will help to determinc the cffective level of progress. The justification for the collaboration is that. all interested stakeholdets will attain a significant participation and thus ensure the success of the project. lnsw,ivement of NGOs and CBOs
A number of NGOs and CBOs are currently working in the project corridor on integrated development activities. The Consultant has interacted with a number of them during social and Environmcnt Impact asscssment field studies and they have showed a willingness to panicipate with Government and local leaders in relocation process. NGOs that have shown interests in resettlement activities include Plan International. World Vision. Buso Foundation. lJganda Women Credit Finance and the Catholic parishes of Natyole and Zirobwe. Thcsc institutions are community based and understand the communities they work among. They will be involved. along with Local Councilors. in resettlement implementation act ivities.
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Notification:
Formal notification of the affected people about the project should be done as part of the ongoing public consultation. Several steps should be considered to make sure that the affected population is properly informed.
* Distribution of information and explanations to Local and District Authorities in the form of an information leaflet, outlining the major characteristics of the project and a general schedule or at least a chronology of events. * Information brochures that will be distributed to village leaders will also be distributed to villagers at the community meetings * The legal requirements of publication of the intent to acquire will be published in the Uganda gazette and displayed along the project road. * Follow-up meetings should then be held with District Authorities and with local leaders, including the Local Councils and Communities, which have overall responsibility for co-ordination.
* Open meetings in which the project is presented to the general population
This notification procedure sets the scene for the registration and detailed recording assets. of These registration details will supplement the information in the socio-economic survey carried out by the RIT. Information from that survey should be used to cross-check the claims and details recorded at the time ofregistration.
Compensation will be conducted within the legal framework of Uganda Law. Transparency will be maintained in all aspects of the property valuation and compensation. These are the following aspects of transparency that need to be adhered to: * The list of Entitled Persons (EPs) shall be displayed, as a minimun, in areas accessible for all the EPs and other PAPs. These public places should preferably be LC Offices. * The entitlement framework for the replacement value will be cotnmunicated to all EPs and will be explained to the EPs and others in village meetings organised by the RIT and the hired consultant. * Disbursement of all payments due to the PAPs is to be made in public meetings only. * A quarterly report on implementation of the RAP, which may be delineated as per District boundary and which must contain details of 'assistance" compensation will be similarly displayed. A quarterly report on the grievance procedure and the final award in all cases of grievances will also be displayed in the same public places (specifically mentioning the same name of the EP and the difference in awards before and after the grievance hearing).
All decisions regarding individual/group/community entitlements and the contents of all decision shall be made public.
Payment of compensation and assistance will take place during public meetings with all the other EPs of the area included, and will be witnessed by the committees/ groups formed for the resettiement inplementation and the LCs relevant to particular sections of the Project. Members of the Grievance Committee may also be present.
The RAP will include a time schedule, which anticipates that all PAPs will be compensated and relocated before the scheduled end of the resettlement period, March 2003. This is five months prior to the scheduled commencement of the physical works.
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Inventory of Affected Properties and Persons:
An inventorv ofaffected properties and registrationi of affected pcrsons was prepared. T'he registration procedure for affected properties and persons consisted of formal notification to the affected people and the establishnient of so-called "cut-off date" and the "actual' registration of the affected persons.
A grievance committee that will be established for the purpose of resettlement itnplementation and scrutinising the interests of the affected people informed about the registration. The committee should include members of the LC for the respective villages, village elders, representatives ol'registered local property owners and landlords members of the District land Boards and voluntary development organisations. The registration process is intended to involve diffcrent panies in different villages in the resettlement;compensation process to avoid disputes or misunderstanding at a later date. Registration form should be prepared to ease the task.
The registration fonm could include the following elements:
* Household information: means and details about each member. including economic activities and number of dependants outside the village * Relocation information about present situation and preferences * List of fixed assets including buildings. penranent gardens, wells and other water sources. If any * Identification of possible factors that would place a particular household under the category of "vulnerable" such as the number of dependants. single parent. female household head, lack of ample land or income, etc.
A complete form will be developed by the Consultant and should be agreed to by RAFU in co-operation with other Goveminent authorities and assistance of legal experts.
This registration could supplement the information that vill be obtained during socio- economic survey. Data from that survey should be used to cross-check the claims and itformation at the time of registration since most. if not all. of the households in the Direct Impact Zone have been recorded during the earlier Environment lmpact Assessment carried out as part of the Project Feasibility Study. There could be a risk that some of the people may be tired of being asked the same sort of questions, but it should be reiterated that the registration is absolutely necessary for a fair compensation and successful relocation of families.
Registration and the recording of assets should occur directly after notification of the cut-off date and the general information meeting at the various villages in the Direct Impact Zone. One should use this meeting to explain why the registration is taking place.
The cut-off date is difficult to establish in any road project that involves resettlement and compensation for loss of land. especially in regions where there are no land documents. The danger with this type of project is that speculators will take advantage of local people and grab land.
Experience shows that any retrospective dates are problematic. It is better to choose a date that is close enough to the proposed project start date such that the situation on the ground
TIA final Repon/2Mt&I - 79 Phoentix KarGasQavaza-Zifobwe-WpbulCzi Road EIA
will not be seriously altered in the interim period. Deciding on the cut- offdate will be the responsibility of RAFU and the Government in co-operation with the Solicitor-General. Once the date is agreed upon, the affected peoples should be informed immediately. Timing is important so as to avoid speculators. This can be done as part of the formal notification. The principle is that all people who are resident on the land on that day will be entitled to resettlement and compensation. The registration and record of assets will be conducted immediately after notification.
Flexibiltyand Contingency Management
RAFU will identify the risks and benefits associated with each option of entitlement policy. Contingency plans and a flexible programme of implementation will ensure that PAPs are not disadvantaged by the project by unforeseen circumstances. The contingency plan and any other addition/alteration/modification to the resettlement plan for the project will need to be endorsed by the Resettlement implementation Team to be effective.
Rescttlement and Cempensaton
Two of the most important aspects of the Resettlement Action Plan are resettlement of affected persons and compensation to entitled persons for loss of property, land and crops, either temporaty or permanent. It is essential that compensation and resettlement be handled promptly and fairly since many will judge the success of other mitigation measures by how these two issues are handled.
Whilst the resettlement and compensation measures are based on the World Bank's OP 4.12 on Resettlerent, they aim to exceed these guidelines and provide the population with improvement to the existing situation, not merely a re-establishment of existing levels that reflect a very low standard of living (NTEC 1988). This is necessary if affected persons are to be in a position to realise the overall benefits of the Project. Compensation and resettlement in respect to the project road will concern individual households and owners of fields, which are located in the Direct Impact Zone/Corridor.
Resetteynent Options
In a review of procedures and policies (WB 1994b), the World Bank acknowledged a link between displacing people and restoring their property without affecting their livelihood (Scudder & Coision 1982). It is therefore strongly recommended that in the resettlement process emphasis be placed on establishing new households in viable areas within their existing community and preferably within the vicinity of their original plots and neighborhood.
Although affected persons could be encouraged to pursue resettlement in line with the above recommendation, there are a number of options available to those who will have to relocated. be The folowing options are based on out-come of interviews with PAPs about compensation and resettlement.
* Laud for land within the area -some could prefer this option since it would allow them to remain in the same communities and also benefit from the expected social improvements by the project. This option would involve purchasing or acquiring land within the communities and arranging matters with the Las.
* Cash for land - some people could prefer cash. * Relocation in another part of the District where they had relatives to help them get started.
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However cash payment may generate some problems. Experience from other resettlement schemes within the project Districts, as well as general experience with resettlement, has shown that there is a danger that the cash will be spent quickly and the impacted family may not be able to set up house in another place without help. If families prefer this option, there should be an agreement on the purchasing of land elsewhere and co-operation with District Authorities. In other words, there should not merely be a handing over of a lump sum.
9.5.5 Payment for the lost property and Transparency
The estimated budget cost for Resettlement Action Plan implementation for the project is as shown in the table below and based on projections but will be conclusively ascertained after property valuation and actual preparation of the resettlement plan.
Budget Costs
Item Ced (USh) Land 58,269,639 Structures 279,747,159 Crops 34.356.68
Total before 15% Disturbance 372,373,478 15% Disturbance Grand Total
Property valuation will be conducted by the Chief Government Valuer's office who will report to RAFU but co-ordinate with the Resettlernent Implementation team (RIT and the grievance comrnittees to be established along the route for the purpose of resettlement implementation. The Consultant will identify the properties affected and the local leaders will assist in identifying the bona fide/lawful property owners to be compensated If a household asset is to be taken, compensation should be given to the lega titleholder but if compensation is in form of a parcel of land or a structure, the registration will be in names of the title holder, his/her spouse or children. Compensation will be conducted within the legal framework of Uganda Law.
Transparency should be maintained in all aspects of the property valuation and compensation. These are the following aspects of transparency that need to be adhered to:
* The list of PAPs shall be displayed, as a minimum, in areas accessible for all the PAPs. These public places should preferably be LC Offices. * The entitlement framework for the replacement value will be communicated to all PAPs and will be explained to them in village meetings organised by the RAFIT and the Consultant.
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* Disbursement of all payments due to the PAPs is to be made in public meetings only. * A quarterly report on implementation of the RAP, which may be delineated as per District boundary and which must contain details of "assistance" compensation will be similarly displayed. * A quarterly report on the grievance procedure and the final award in all cases of grievances will also be displayed in the same public places (specifically mentioning the same name of the PAP and the difference in awards before and after the grievance hearing). All decisions regarding individual/group/community entitlements and the contents of all decision shall be made public.
Payment of compensation and assistance will take place during public meetings with all the other PAPs of the area included, and will be witnessed by the CBO groups formed for the resettlement implementation and the LCs relevant to particular sections of the Project. Members of the Grievance Committee may also be present. Grievance centers for registration of grievances should be established at Sub-county offices at Kira, Nangambo, Busukuma, Kalagala, Zirobwe, Bamunanika, Katikamu and Wobulenzi Town Council.
Pardicipaton of Chief Govenment Valuer in the Resetleant Acivity The Chief Government Valuer is the Govemment person identified to determine the value of property and land and the level of compensation for all the affected persons along the route. The CGV will report to RAFU and will need to be involved early in the resettlement process to ensure that valuations are determined in time to allow the payment and grievance procedures to proceed.
IiplementadieolResp.nsihile and Procedure
RAFU are responsible for implementation of the RAP as part of the road upgrade project. Through the project, the GoU will technically and financiaUly assist PAPs with a rebuilding of their lives, livelihoods and social and economic networks. The RAP is a development package, not simply a welfare solution. It encourages PAPs to help themselves, by enabling them to actively participate in the selection of an appropriate compensation and assistance options.
RAFU's function will be to implement and monitor the RAP and its associated activities. This will be accomplished by RAFU and the Consultant whose functions are to include: * identification and marking of land to be acquired and properties affected by the works; * determination of legal title and ownership of affected properties; * preparation of an inventory of affected properties; * survey of baseline socio-economic conditions; * formation of comnnittees for the purpose of resettlement implementation, as necessary 'along the route; * organisation of meetings with CBOs as necessary to effect resettlement
The Consultant will need to put in place the following personnel: . A Sociologist with responsibility to establish grievance committees, undertake commnimty meetings and consultations, source for survey baseline information, organise meetings with the CBOs, PAPs and local leaders, promote and report resettlemrent
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progress including identification of social developments during implementation and potential gnevances;
* A Surveyor to undertake cadastral surveys, land surveying and marking of the centreline of the designed road upgrade for resettlement purposes. There will also be need to assist the affected persons with getting the new land Titles. A socio-economic survey of the PAPs is to be conducted. The objectives of the survey is to gather all requisite baseline information about likely PAPs, namely:
* To attach actual values to key indicators of the PAPs social and economic status.and their vulnerability to social and economic changes as a result of the project; and,
* To provide a benchmark for further information needed to monitor and evaluate EPs in the future.
9.5.6 Monitoring and Mitigation Measures
The objectives of monitoring the RAP activities of the project are to provide RAFU with an effective tool for assessing resettlement progress, identifying potential difficulties and problem areas, and providing an early warning system for areas, which may need correcting. Some of the risks associated with resettlement include impoverishment, malnutrition, increased morbidity, and dependency; break down of community norms and mutual support systems. Monitoring can be carried out specialised groups who will report to the RAFU.
Ongoing evaluation should address complex social, cultural and economic issues. Monitoring should assess in particular the situation of the vulnerable groups such as small and marginal landholders, unskilled laborers, mobile vendors, tribal populations, ethnic minorities, women, children, and the elderly and disabled persons.
Baseline survey data is necessary to provide the benchmark for measuring and evaluating the success of the RAP. There is one reason for the completion of the socio-economic surveys by the Implementation team prior to resettlement imnplementation.
Monitoring wiU cover the physical progress of the resettlement site including preparation of land, construction of houses, construction of facilities, provision of infrastructure and other necessities. The monitoring should also cover the relocation ofpeople and their goods to the new sites as well as the allocation of replacement assets. The consultant and RAFU will ensure that the PAPs take active part in process of their rehabilitation. Independent monitoring agency will observe the functioning of the resettlement Network including adjustment of the PAPs to their New locations and compensation of the affected property. Monitoring reports will be submitted to RAFU, World Bank reports Government of Uganda.
For buildings needing to be demolished, the registration form will include the following elements: * Household information: means and details about each member, including economic activities and number of dependants outside the village; * Relocation information about present situation and preferences; * List of fixed assets including buildings, permanent gardens, wells and other water sources;
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Identification of possible factors which would place a particular household under the category of "vulnerable" such as the number of dependants, single parent, female household head, lack of ample land or income, etc.
9.6 Reporting Arrangements
The RAFU will be responsible for monitoring the project. A performance standard will need to be developed to monitor the project at both the District and project level. Quarterly reports should be received from those in the Districts and fed to the RAFU who will be responsible for the project level monitoring.
Monitoring and evaluation should continue for several years after the relocation and compensation of the project affected persons, but at less frequent intervals, for example annually. The benchnarks during the socio-economic surveys of the PAPs will be compared to evaluate changes in the socio-economnic conditions of the PAPs.
An independent Consultant with experience in resettlement activities could be engaged to carry out the evaluation of the imnplementation of the resettlement and rehabilitation of the PAP. Deficiencies in the resettlement implementation shall be assessed and changes to procedures on future projects shall be recommended to ensure the problems do not occur.
Having identified and determined the situation on the ground and based on the reactions of the consulted key stakeholders in the project corridor, the following approaches are proposed to be used during the monitoring and evaluation of resettlement and compensation activities of all the entitled persons along the route
Reporting and field appraisais
This is to be effected from the management level (RAFU) to co-ordination in the field (RIT). Arrangements should be made regarding the reporting system to be used. The responsible persormel should make all the reporting. The RIT Manager should be responsible for the field reporting exercise. RAFU then should be responsible for submission of the reports to World Bank and Government Authorities. The reporting should be made bi-monthly. Periodical field activity reviews must be undertaken. These reviews should be done at field (RIT) and management (RAFU) levels of the programmne. The field activity reviews should report the outcomes of meetings, field visits with the local Councils, and meetings/discussions with project affected persons, families and groups. RAFU and field staff should decide upon the frequency of such meetings. The RAFU Officer-in-Charge of the programme, with the field staff, should from time to time visit the field to assess the situation on the ground and confirm progress of the resettlement activity along the route. Analysis of the information gathered from such visits could be helpful in finding in finding solutions to potential problems during the resettlement exercise.
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9.6 Resettlement Implementation and Evaluation
Resettlement implementation evaluation needs to be conducted to ensure that checks and balances are effected for the successful implementation of the project. Mid-term and end-of- activity evaluation was conducted.
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10 TOTAL COSTS
10.1 Cost of Environment Management Plan: Phase I
The present study has estimated the cost of a set of mitigation measures, which should be incorporated in final road design (Table 10.1). For the economic evaluation of the project, in Table 10.2, the costs of the environmerital mitigation measures have been distributed according to six road sections (refer Section 2.1).
Table 10.1 Cost of environmental mitigation measures
Siabilizan:on ocuts siih h%dro-bmaudcast of seedi sqmi I50tl- 221 it. 3 .l4!o and vegetal turf Re-filling of borrow pits cm 1750 250000 437,300,000 Restore vegetation in camrps, borrow pits, haul ha 2,000,000 19.6 39,200,000 roads and detours 1,5 m of width extra- shoulders in village m 52500 4800 251,900,000 crossings Bus bays sqm 17500 4200 73,400,000 Road signs & road no 175000 300 52,300,000 h
Source: Consultant'sestimates
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Table 10.2: Cost of environmental mitigation measures by section ofproject road and alignment alternative (USh million)
Road 1 2 3 4 5 6 Section Alignment: B Actions: _ Stabilization 4.79 9.80 13.93 3.78 of cuts with hydro- broadcast of seeds and vegetal turf 7.75 17.6 119.68 82.49 82.40 127.44 Re-filling of borrow pits
Restore 0.70 1.57 10.71 7.38 7.37 11.40 vegetation in camps, borrow pits, haul roads and detours 1,s m of 21.00 57.70 94.50 78.62 width extra- shoulders in village crossings - - 21.00 31.50 21.00 Bus bays
1.0 2.52 6.92 9.13 14.91 17.85 Road signs & road humps
Total 9.45 21.6 163.1 187.5 244.6 260.09 (USh million)
EIA Fial Recpon2t- 1103 87 Phoenix Kamnsfa-(si3-,*-7.rnb sl: Wht leni R.,xid __ __ _EIA
10.2 Resettlement Costs
The Feasibility Study has quantified the approximate physical and economic impact of resettlement. as tabulated below (Table 10.3 bclos%). For the economic evaluation of the project. in Table 10.4 (following page). the resettlement costs have been distributed according to six project road sections.
Detailed field checks during the final design stage will assist in speeding up the compensation procedure.
Table 10.3: Resettlement components: size and cost
tini Ilnit crnst A ient B .Aet,0nl iI.tM Q.ti Toial co-.4
Acquisition of new land ha 700.000 44.00 30.800.000
v" If -A O~¢.1), __-...... -- " .
e .. ,.. s.l.,
fIV , ..il ._1NA I ...... I _
possihle d,sloaaioti Ifc''nij ,graves. Disturbance allowance also is included. The .vn,al/l pper fac,oru- encompassing thte dleiiation n'1 i.Ynot inclutded Sewr,r. Consultant s estimat_e
HIA 1..ai 11..reggIFY1.1 88 PloenLr Kamrala-(iJvsrs-Zirobs%t.Wobuienzi Rjd __ EIA
Table 10. 4. Resettlemnent ompensationa costs bhyroad section and alternative tUSh tmillion)
Road Section: 1 2 3 4 5 6 Alignment: B B_|_B_,B B B_ I
Actions: '______, Acquisition of 0.62 4.59 11.58 14.02 nev. land I______Destruction of 1_ crops trees for 1.73 47.36 80.35 82.67 road widening
Destruction of crops for road 4.85 - 19.56 27.48 realignments and deviations
Destruction of crops for opening of i 5.15 9.80 15.11 5.94 borrow pits. i yards. haul roads. etc. _ Demolition of | 3;50 1790 59.36 2548 constructions . Others (fences. I latrines. ; Gateway. . i mosque) j Dislocation ofI stalls. market 1.50 3.00 0.40 - 1.00 0.50 tables
Total 1.50 3.00 19.25 79.65 193.46 156.09
Sovrce:Field
FIAAFin.t Rqxrt-2 lIt.u3 89 Phoenix Kampala-Ga)a-Zirobwe-Wobula=i Road EIA
10.3 Total Cost of the Environment Management Plan and Resettlement Environmental/social mitigation and enhancement measures - including resettlement and remedial works to offset construction damages and post-construction impacts of road use Alignment B -is approximately from USh 1,339.4 million Additional costs for ancillary infrastructure and other follow-up interventions will be bome by the central and administrations, regional with the participatory effort of local urban and rural communities. The cost for mitigation measures is substantially higher than the cost for resettlement and compensations, mainly due to the important mitigation works during the construction stage. In average the proportion between the above costs is 63% for mitigation measures and for resettlement. 37%
The incidence of mitigation measures and resettlement on total construction cost of the project road is approximately 2.9% for Alignment B
Tbe summary of mitigation measures and resettlement cost for Alignment B is displayed Table 10.5 overleaf in
The distribution among the six road setions of the mitigation and resettlement cost is variable. The first two sections traversing the urban area of Kampala require less important measures because the areas needed by the road widening are prevalently free of obstacles and will not be affected by construction operations such as borrow pits, haul roads and other ancillary facilites.
The rural areas will be more affected than urban areas at both stages of road construction and utilization, as well as concerning mitigation measures and resettlement The cost under review per ian of road in the urban area amoumts to USh 7.75 mrllion, while the same cost for the road sections in rural reas varies from USh 21.37 million to USh 24.5 million per km, according to the road Alignment B. In Table 10.6 overleaf are summarized the costs of mitigation measures and resettlement by road section according to Alignment B
ECiFinal Reprtaz-I 1-03 90 Phoecir Kamoa-aGavaza-Zfrobwe-Wobulenzi Road EIA
Table 10.5: Summary of costfor mitigation measures and resettlement
Actions Alignune B Cos USh USS (rnillion) IS Environmental mitigation measures I. Stabilisation of cuts with hydro- 32.3 18,457 broadcast of seeds and vegetal turf 2. Re-filling of borrow pits, carnps 437.4 249,920 3. Restoration of vegetation in borrow 391 22,360 pits, camps, haul roads and detours 4. Extra shoulders for pedestrians and 251.8 143,897 cyclists 258 14891 5. Bus bays 73.5 42,000 6. Road signs &road bumps 52.3 29,903 Sub-total Aligmnent B 886.4 506,537 Resenlement and comipensation costs I. Additional area for road widening 30.8 17,606 2. Destruction of crop trees 212.1 121,206 3. Crops destruction for realignrnents 51.9 29,651 and deviations 51.9 29_651 4. Crops destruction for opening of 36.0 20,571 borrow pits, yards and haul roads 5. Demolition of construction 106.2 60,709 6. Others (fences, latrines, gateways..) 9.5 5,429 7. Dislocation of stalls, market tables 6.4 3,657 Sub-total Alignment B 453.0 258,829 Total Aligntent B 133939 76S,366 () 1US$ = 1750 USIi
ELA FmiRepornt2811.03 91 Phoenix Ka&mab-Gavaza-Zirobwe-Wobuienzi Road EIA
Table O.6: Costs (USS) of mitigarionmeasures and resettlement by road section
Alignment B Road Section lizlIgdo CoRpenst Te u MIeasures e.
.1 Kampala- Nsooba 5,398 857 6,255
.2 Nsooba- Mpcrerwe 12,396 1,714 14,11 S 3 M erwe Gayaza- 9...... 3.9 1,00_ 104,198 S.i Gayaza - kiwenda 107,14 _ i5,Si4 1s2,6** S.5 Kiwenda - Zirobwe 139,77 .- 110,549 250,326 S.6 Zirobwe - Wobulenzi 148,62 89,194 237,8 1 Total road 506,531 25M,82 7653
ElA Final Repont IJ303 92 Phoenix Kumoala-Ga aza-Ziroex&e-Wobuienzi Road EIA
II CONCLUSION AND RECOMMENDATIONS
11.1 Conclusion
The Environmental Impact Assessment has addressed Alignment B. which has been preferred from the technical, economical and social aspects. If the project is implemented taking into account the impacts identified and the corresponding mitigation measures. the ovcrall impact on the environment will be minimal.
On the alignment B, the highest risk will be in the area of compensation which. if not properly addressed. will lead to local discontent and possible delays in the construction. The realignment within the existing corridor, this should not however be a problem since, from the results of the completed Resettlement Consultation (Appendix B): the local people are all in favour of the road development.
11.2 Recommendations
* The Environment Management Plan described herein is implemented:
* The budget for the Environment Management Plan identified herein is included in the cost of the project put forward for funding;
Finally it is recommended to limit the areas to be cleared from constructions and crops to the minimum indispensable for road widening.
EItAF,Il Repo'2t-1 1-3 93 Phtoenix I
I KEiampab - Gazm-Zirobwc .Wobuiaz Road
L ~ ~ , -,' ':
- . Reviewv arnd Update of Feasibility Study and Defailed Design of i
KAMPALA - GAYAZA - ZIROBWE - WOBULENZI ROAD
Feasibility Study Draft Final Report
I
4,, I} APPEINDIX A RE'PCRT ON A | PUBLIC CONSULTATION ACTIVITY
.,~
.7______
,~~~~~~~~~~~~~~~~~~~~lci I Karnpala-Gayaza-Zirobwe-Wobulenzi Road
Ministry of Works, Housing and Communications
Report on the Public Consultation Activity in Respect to Kampala - Gayaza - Bugema - Zirobwe - Wobulenzi Road
Phoenix Engineering & Research ltd. Plot 7, Sumnnt View Drive, Naguru P. O. Box 28442 - Kampala Uganda Telephone /Fax 256 - 041-285379 E-mail: phoenix -us!Qinfocom.co.ue.
Public Consultation Report April 2001 I KpalaGayaza-Zirobwe-Wobulenzi Road
TABLE OF CONTENTS Content Page Executive Summary 1.0 Introduction I 1I.1 Description of the project area I 1.2 Methodology for public consultation I 1.3 Socio-Econornic organisation of the people along the project corridor 2 1.4 Timeline for consultation activity 2 1.5 Public participation 3 2.0 Key issues raised during consultation 4 2.1 Traffic Safety and Community awareness 4 2.2 Compensation of the project affected persons 5 2.3 Environment management and training 5
2.4 Legal policy and institutional framework 5 2.5 Communities and their perception about consultation activities 7 2.6 Administrative framework 7 3.0 Community perception and project impact 8 4.0 Expected benefits to Women 11 5.0 Opinion about Zirobwe - Wobulenzi Route 13 6.0 Recommendations and Highlights from public consultation Activity 13 7.0 General Comments and Conclusion 14 Appendix 15-20
Public Consultation Report April 2001 I I Kwmpala-Gayaza-Zirobwe-Wobulenzi Road
Executive Summary: The public Consultation Component in respect to Kampala - Gayaza - Bugema, Zirobwe - Wobulenzi Road study attempted to assess community perception, attitude towards the to road project.
The analysis of the public consultation was conceptualised to embrace economic, social and environment impact of the proposed project. It was assumed that the project road would follow the existing road. The consultation process worked on the premise that paving of the road "usually reduces, vehicles maintenance, foster economic and social development, generates traffic ,leading to improvement in transport services and reduction of the transport costs for those using the motorway. Reduction of the transport costs, would bring in the social, economic empowerment for the communities including women, family welfare and development.
During the discussions, it was found out that some of the benefits were quantifiable short term and easy to discuss while others were long term and difficult to articulate which could become evident only after the road is completely paved. The goal of public consultation was in justification for the construction of the road given the emerse resources to be expended to achieve the noble goal. Other highlights was to bring forward all the would be fears among the stakeholders in respect to compensation, labour camps, land takes among others. Also was to identify key areas that need mitigation and promote consensus.
The consulted communities observed although multi-benefits are expected some negative impacts like prostitution, accidents, damaging the environment, are likely to occur.
Composition of stakeholders A cross section of stakeholders was consulted in the project corridor. Local civil leaders, landlords, community development workers, lay people and government official among others. Public consultations involved presenting various aspects about the road project, its design, impact during construction compensation, environmental, social and economic benefits, concerns of women and their expectation after the project road is paved. Overall, stakeholders registered their appreciation and approval of this project.
Public Consultation Report April 2001 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibility study and dewailed cngineenng design
1.0 Introduction
The Kampala - Gayaza - Zirobwe - Wobulenzi project is one of the classified roads for up grading. This will involve construction of a paved ( (bitomen surface) road on the general alignment of the existing road will have to be widened. Where the alignment has to be improved, road construction will affect some crops and land. Some of the materials will be obtained from borrow pits and the quarry sites already in the area. Upgrading of Gayaza - Zirobwe will probably start in 2004 and will take 1-2 years to complete.
The Zirobwe - Wobulenzi may also be upgraded similar to the Gayaza - Zirobwe depending on the availability of resources and analysis. The Zirobwe - Gayaza road will involve improving the drainage, widening of the shoulders and resurfacing of the road with an asphalt concrete layer. This work is expected to start in 2004.
1.1 Description of the project area
Kampala - Gayaza - Zirobwe - Wobulenzi is located in the North - West of Kampala and serves the districts of Karnpala, Wakiso, Luweero, Mukono, and Nakasongola. The project cuts across, Kira, Busukuma, Bumunanika and Katikamu counties. The project area is mainly an agricultural area, producing banana, cassava, potatoes, coffee and other plantations. It is one of the food basket for Kampala. The project area has over 30 primary schools, Bugema University the Namulonge Agricultural research Institute of Makerere Unviersity, Mairye and Magigye poultry and flower projects respectively. The project area has sounding potential for development and investmnent. One of the restraints to development in the area is poor road network.
1.2 Methodology for the Public Consultation:
Consultantions were organised with a number of stakeholders along the project corridor. Consultative meetings were conducted at Busukuma (Busukuma) and Mpigi (Kalagala and Zirobwe)
Public Consultation Report April 2001 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibilitystudy anddetailed engineeng design
Participants included: • Local development leaders • Opinion leaders' • Teachers • Quany and borrow pit owners • Community development leaders • Personnel from NGOs and CBOs woiling in the area. • Government officials • Local leaders > Landlords and residents along the alignment
Consultation meeting elucidated the current development potential of the project corridor. inpact of the project at the pre-construction, construction and operational stages. The attitude towards land takes, impact of Noise, Pollution and inconvenience that might be accrued to the settled people along the alignment and the corridor at large. Also discussed were the gender specifics and benefits and sustainability of the environment management programmes related to the project impact.
1.3 Socio - Economic organisation of people along the project Corridor:
About 90%/o of the population in the direct impact and indirect project zones depend on agriculture and animal husbandry. However, there is petty trading in trading centres along the project alignment. It was established that the majority of the population grows coffee, maize, vegetables and bananas, cassava for domestic and market especially in Kampala. The project corridor is one of the potential food baskets for Kampala City. However, the poor road network has compromised with the population capacity to engage in monetisation of agriculture.
1.4 Time - line consultation activity: The exercise was estimnated to be conducted with in 10 days. It was however, spread for a period of two weeks to cover community mobilisation, identification and booking of venues for group consultation and consultation with individuals (key stakeholders) and NGOs working in the area on integrated
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2 Kampala- Gayaza - Zirobwe - Wobulenzi Road feasibility study and detailed engine-ringdesign
development programnmes. Other activities for the consultation process included: transcribing responses from the participants and report writing.
Pre -consultation visits - 2 0 "h -24'h April 2001 Consultation with key stakeholders - 2 0 'h _2 7 'h April 2001 Consultation at Group levels (meeting) - 26k' - 27' 2001 Transcribing of responses and report writing -28th - 30 'h April 2001
1.5 Public Participation
A cross section of stakeholders was consulted in and along the project corridor. Members of Parliament from the area, local civil leaders, religious leaders, community development workers, chairpersons of NGOs and CBOs working on integrated Community and Area development programmes. More so, Government officials, lay people were among the people that were involved in the consultation activities. Consultation involved discussions of various aspects, constraints, opportunities and the general impact that could accrued by the communities in the direct impact and indirect impact zones by Gayaza - Zirobwe road project.
The consulted persons view the road project as a remedy to their social, political and economic problems. Communities are optimistic and aware of positive impact of the project and are willing to consolidate grassroots road maintenance and environment conservation structures in maintenance of the road. Most consulted persons observed that conmmunity participation could be mainly in the environment management plan of the project. Once given guidelines, technical and financial support communities could actively rehabilitated exploited borrow pits and quarry sites through environmental management structures already in existence.
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3 Kampala - Gayaza - Zirobwe - Wobu/enzi Road feasibility study and derailed engineenng design
2.0 Key issues that raised concern during consultation:
2.1 Trafric safety and community awareness:
During public consultation many people commented that when new roads are upgraded or constructed there is tendency for an increase in speed and that the commnunities will be un accustomed to traffic moving at higher speed.
A number of accidents are likely to occur. Communities have suggested a need for speed reduction and public awareness at the opening of the facility. Stakeholders recommended that speed limit signs and relevant warning signs should be installed at appropriate points along the road. Rumble strips should be placed before schools and trading centres.
Part of the required awareness is for the community to get to knowledge about Highway Code and safe road practices. Costs for the public awareness should be put in place under the guidelines of National Road Safety Council .
Stakeholders raised a need for community sensitisation about the nature and sensitivity of Luzibwe and Namagombe wetlands that are cut through by the road. The concern was that road widening will lead to soil erosion and siltation of the wetlands and their associated streams. Community suggested to contractor to use grass bands for soil stabilisation and effect community mobilisation. This two - way process will make communities a long the road become involved right from the start so that mutual benefits are achieved and adhered to between all the agencies. The success of environmental intervention will basically depend on a unified approach to development. Participants suggested that ministry of works, transport, Housing and communication, National Wetlands programme local govenmuent councils and institutions, schools, youth and women groups and above all communities along the corridor should work together in environment management of the project.
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4 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibility study and detailedengineering design
2.2 Compensation of the Project Affected Persons:
Comnmunities along the road are concerned about the compensation for land takes and crops for access road to quarry sites and borrow pits. They suggested that the government and Ministry of Works Housing and Communication should laise with local council authorities along the project corridor. Participants in consultation activities attested that government should provide compensation for both temporally and permanent land takes. It was further suggested that local councils should act as intermediaries between government, contractors and affected persons.
2.3 Environment Management and training:
Through consultation it was observed that environment management and training are indispensable in respect to the project. It was suggested that government should liase with line ministries, various departments at district and sub-county levels for effective environment management training and monitoring. Stakeholders at consultation meetings wanted to participate in this undertaking so that it can be effective during construction and operational stages and to ensure that environmental management measures are successful. The extension personnel in relevant departments at the sub-county levels wiUl participate as change agents in this activity.
2.4 Legal Policy and the Institutional framework:
One of the critical observations that came to light during meetings was the legal policy and institutional framework. It was observed that the economic and social success of the project should depend on the legal back-up and absorption of the institutional arrangement of the country. Participants in community consultation therefore put these into serious consideration and enabled participants to intemalise both aspects for the success of the project. The up grading of the road in one way or the other have some legal impact on the stakeholders and development potential along the corridor. The impact is manifested in the social, political and economic set up of the people in the area.
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5 Kampala - Gayaza - 7irobwe - Wobuienzi Road feasibility study and detailed engineering desaign
During the consultation activities it was established that Environment Management Policy (1994) and the Ministry of water, lands and natural resources in line with the Land Act (1998) and the Enviromnent Regulatory Policy (1994) were pertinent. It was concluded that all these are intended to support suitable socio-economic development that enhances and maintains environment equity, quality and resource productivity.
Participants further observed that Gayaza - Zirobwe Road passes though a lot of property both public and private. All these are protected by the Constitution of the Republic of Uganda. Article `26" prohibits forceful Seizure of individual property including land in the country without adequate compensation. Participants in the concluded consultative meeting therefore are in favor of fair compensation in respect to their property in case the project takes their land. It was observed that timely compensation for all project-affected people have to be taken into account before construction begins.
These policies addresses the promotion of a long term sustainable socio - economic concens of the development policies; planning and implementation of activities with full participation of people; raising peoples' awareness and understanding of the linkage between man and development. For meaningful development participants in Busukuma consultative meeting noted that among others the Government should avail:
> Town and Country planning Act 1964 > Land Act 1998 > Constitution of Uganda 1995 > The Decentralisation Act 1997 > Wetland policy and Environment > Management policy respectively (1995) > Local government Act 1992
It was further noted that Gayaza - Zirobwe road project is well encompassed among similar projects listed by the National Environment Statute (1995) of which even the Environment Management plan of the project is of a serious concern.
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6 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibility study and detailed enginee!nng design
2.5 Communities and their perception about the consultation activities:
Participants in Consultative meetings commended the idea of consultation. This brought in light in respect to the positive and negative impact of the project. It was observed that all stakeholders (government, the districts and the direct beneficiaries along the project corridor) could appropriately mitigate of negative impacts. It was stressed that consultation exercise was a great opportunity that was taken to fulfill policy objectives with respect to community participation to raise people awareness and to gauge the feeling and perception from the stakeholders.
2.6 Administrative framework:
Gayaza - Zirobwe Road Projects cuts across three sub-counties namely*, Busukuma, Kalagala and Zirobwe sub-counties. A local government under a five - tier local council run each village along the alignment. The local councils are involved in day to day administration and community development interventions at various levels in their respective areas. Participants therefore acknowledged their involvement in comrnunity consultative process as regards the project that cuts across their respective areas.
Inclusion of the local representatives in the consultation process was therefore very imnportant in fluture development of the project most especially in contain law and order and identification c oroject affected person for compensation if there is need, effecting public sensitisation and educaion on highway traffic code among the communities and consolidation of the environmnent management plan of the project. Since the consultation activity was carried out along the road aligment, it did raise, high expectation among the people regarding the project related opportunities and therefore communities accord it higher priority.
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7 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibility study and detailed engineenng design
3.0 Community's perception and the project impact;
During the public consultation exercise, stakeholders observed that upgrading of Gayaza - Zirobwe - Wobulenzi road will have significant impact on the people in the area.
* Improved housebold incomes
The upgraded road is expected increased accessibility and availability of motorized transport for both passengers and goods, will give the rural households better opportunities to engage in a market economy. First of all, prices paid for farmers are also expected to improve since new buying centres may be established in the villages. As a result, farmers will benefit from competition and save time normally spent on ferrying produce to markets, which are currently very far. The time saved could then be used on other activities to further improve household incomes.
Secondly, the upgraded road will bring more opportunities for employment and earning cash income from the construction phase through to the operational phase. For example, the able-bodied will be employed by the road project and workers will need services such as food, medical facilities, entertainment to mention but a few. During operational stages, communities along the road will be able to sell goods and services to the travelling public thereby getting employment and eaming some income.
* Improved accessibility and its accruing benerits
The project will bring improved accessibility to tie productive agricultural areas, health facilities, educational institutions, administrative and trading centres and other facilities in the project area. In the existing situation, the study area does not have any paved roads and therefore, accessibility is poor to most areas including even those along the project road. Once the new road starts operating, there will be a lot of activity and possible increase in traders, investors, transporters, industrialists, etc. as a result the existing institutions will benefit from this increased activity and offer quality services.
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8 Kampala - Gayaza - Zirobwe - Wobulerzi Road feasibilitystudy anddetailed engineering design
* Better investment opportunities
Up to today, a number of investors have been reluctant to put their money in the project area due to poor communication and accessibility. With the improved road, however, it is expected that more investment will be attracted to this area which will contribute to improvement of the standard of living. New investment will compliment the existing Mairye flowers growing project, coffee factories and poultry breeding facility at Magigye. * Increased interaction between the project area and other parts of the corridor:
The upgraded road will even benefit districts outside the project area particularly Nakasongola, Luweero, Wakiso and Mukono. There will be more interactions between people in the area and the rest of Uganda, which will likely stimnulate additional development.
* Reduced transport costs and associated benefits;
It is anticipated that the volume and quality of motorized transport will increase as a result of improved road alignment and reduced vehicle-operating costs. Consequently, there wil be reduced transport costs on the part of travelling public and saving travelers' time formerly spent on the bad road. The saved time and money from reduced transport costs will be put to other alternative uses, which would bring more benefits to the people in the project area Because of reductions in vehicle operating costs created by the improved road, the price of goods into the region from elsewhere in the country should reduce current transport fares between 1500/= - 2000/=. Transport fares are likely to reduce to 1000/= from Kampala to Zirobwe.
* Increased opportunities in education:
With improved household incomes, there will be more opportunities for children to extend school time especially in post primary institutions. This will subsequently reduce school drop out rates, which will also lead to reduction in un employment, literacy and fertility rates. There is likelihood that the area
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9 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibilitystudy and detailedenginring deign
might attract more and better qualified teachers due to easy accessibility unlike to day, which will eventually improve the quality of education. The capable parents may be in position to send their children to better schools in Wakiso and Kampala districts after the road has been improved because transport costs would be low and time spend on travelling would reduce. As a result of the on-going privatization program in the country, there might be a possibility of people investing in education in the project area by establishing better and high quality education facilities, which will be affordable by the parents after improved household incomes associated with the new road.
* Possible shortage of fuel wood:
Wood fuel is the main source of energy in the project area. Fuel wood consumption is therefore likely to increase if the road is upgraded. The main reason being that existing trading centres (Gayaza. Namulonge, Busiika, Zirobwe) may expand due to increased population attracted to them and more traders especially from Kampala may come for charcoal and agricultural produce since the road will be good. This will increase the demand of wood fuel in the project area and may cause general scarcity to the point that even households may face problems in getting ample supplies of fuel wood for domestic use. Workers in the construction camps may also use wood fuel for their cooking and the existing plots of wood on private land and some forest reserves may be depleted. The potential is considered to be moderate but of long-term significance.
* The induced development;
With the upgraded road, participants noted that a lot of development will be attracted to it and so the influx of an expected number of people within and outside the project conidor. As a result there will be pressure on the existing water, health, sanitation, energy and food resources. Increased demand for the consumer goods is also likely to occur and as a result prices for such goods will increase. Un planned structures will come up, waste disposal management might be a problen, proliferation of diseases may occur. It was also noted that breakdown of traditional methods of social control and discipline may occur.
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I0 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibilitystudy and detailed engineeringdesign
4.0 Expected benefits to women Participants during the Public Consultation observed that if the road is upgraded women are likely to benefit in saving time.
The implication to women economic activities are: That > many women, particularly the married, would be attracted to travel to potentially better markets and sources of products which they used to fear because of their familiar responsibilities and cultural proscriptions. > Women would actively engage in market farming activities, for instance sale of milk to institutions in and outside the area. Improvement in zero grazing among women was one of the key market - farning sectors suggested during the consultation. > Security for their goods and losses due vehicle breakage's enroute would be minimised, goods would be able to arrive faster reducing the tension. > Accessibility to modern and functional health facilities out the project corridor will become easier. > With the paving of the route, there would be reduced transport fares ranging from 10% - 30% of the current costs. During discussions one woman councillor from Kalagala noted rnsport fares to and from Kampala are to reduce from Ug shs 2,000/= to 1,200-1,600/= and that as many traders come in the project corridor to look for agricultural produce many women would be encouraged to produce more agricultural products for sale and other things commonly dealt in by women such as handcrafts. The councilor gave evidence to this and succinctly statod: "Agriculhure necessitates marketyou cannot access market unless you have good roads" The increased production will lead to increased household income. > Improvement of education for girl - child for higher opportmities. Having realised enough savings, girls will not only stop at Universal Primary Education level. Parents will now afford to pay for their school fees elsewhere. This was stressed by women councilor in Zirobwe as she put it.
" Poverty is the chief cause ofgirls gettng out of school andoptng to marry early. Getng schoolfeesfor their higher educaton is edremely difficuk in rural areas".
Public Consultation Report April 2001 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibility study and derailed engineerng design
> Employment opportunities for women and youths during road construction. Women are willing to provide labour during construction and food services to contractor.
However, women noted upgrading of the road would have negative impact > Children: the road may attract children on the road side to do petty trade while this could have some positive impact on the income earning levels at household level, the negative effect will be the tendency for comrnercial activities to attract children out of school. > Prostitution: some women might think contractor workers have a lot of women and this might influence prostitution.
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12 Kampala - Gayaza - Zirobwe - Wobuenzi Road feasibiiry study and detailed engineering design
5.0 Opinion about the Zirobwe - Wobulenzi Route:
Participants were in agreement with the need to finish the whole stretch from Kampala - Gayaza - Zirobwe to Wobulenzi.
They were of the view that upgrading the road to Zirobwe without extending to Wobulenzi would restrain the economic development in the corridor. Communities would wish to exploit the market for produce both in Kampala, Bombo and Luweero.
6.0 Recommendations / highlights from the Public Consultation activity:
Groups were unanomymous on the need for the contractor wide shoulders for pedestrian and cyclists in areas with higher concentration of people such as schools, markets and trading centres. Maintenance of the shoulders would be taken into account. Participants (Busukuma) observed that if grass in the road reserve is left to grow up to the margins of the carriage way would force pedestrians and cyclists to walk and cycle on the motor way thus accidents.
In the public consultation, participants proposed the following facilities as important in promoting the safety of road users.
) Humps should be put at busy points for instance, schools, markets and trading centres. Zebra crossings at schools
It was also recomnnended that traffic code should be provided to local leaders and schools in order to educate the communities about traffic issues and safety on the road. More so, it was proposed that enough road signs be put on the paved road as guidance to all road users.
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13 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibility study and detailedengineerng design
7.0 General observation and conclusion
During discussions and consultation with stakeholders in the project corridor, acceptability of the project was effected. Paving of the Kampala - Gayaza - Zirobwe and Wobulenzi road will make a great difference in lives of all people of the project corridor. It will bring and foster development in the project counties, reduce the isolation and reported marginalisation of the project corridor and the isolated women in particular. The participants in the public consultation activities had a strong conviction that paving the road will have positive and profound impact on the people of the project corridor of Luweero, Wakiso, Nakasongola, Kampala and Mukono districts. Although some negative impacts like accidents, prostitution, disfiguring of the environment were cited, participants are grateful to government and the World Bank for this over due development intervention.
Public Consultation Report April'2001
14 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibilitystudy and detailedengineeing dengn
APPENDIX
LIST OF PARTICIPANTS IN COMMUNITY CONSULTATION ACTMITIES
SUB COUNTY: ZIROBWE
NAME OF THE PARTICIPANT DESIGNATION IN THE COMMUNITY SSETTUBA STEPEN COUNCILLOR 2 WABWIR GABRIEL RESIDENT 3 SINAANI MUBIRU RESIDENT 4 H.SAKKA SENJALA C/P LC 1 5 H. ABDU NKOOLA P/C 6 STUART LWASA CHAIRPERSON L.C.1 1 7 ERIZALI NSEREKO CHAIRPERSON L.C.1 8 NAKACWA CATE SECRETARY LC 1 JANDA 9 A. NYANZI BODA BODA TRAINER 10 MUHENGA BONNY CITIZEN 11 SEFALAYO OCH MULIMI 12 SEBAGGALA MUHAMUDU VICE C/P LC III 13 HELLEN NSEREKO COUNCILLOR LC V 14 JOYCE SIMBWA COUNCILLOR 15 ROBINAH KIGGUNDU COUNCILLOR LC 11 1 16 SEKABOGA MILLY CIP L.C.I KASOLOOSO 17 KIGONGO FRED LC III EXECUTIVE MEMBER 18 KIROLI SPERITO LC III EXECUTIVE MEMBER 19 BUKENYA EDWARD COUNCILLOR 20 SIMBWA - KAYIWA LC III CHAIRPERSON 21 OCHERA JOSEPH COUNCILLOR (BUKIMU) 22 DANIEL SEKABOGA CLERK TOWN COUNCIL 23 SEKAMANI SENKUBUGE LUBOWA KASAKOSO - ZIROBWE ELDER
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15 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibilitysnudy and detailed engineenng design
24 MZEE KAKEEMBO MUSA BUKIMU - ZIROBWE ELDER 25 ANNET SSEGUJA KABULANAKA ELDER 26 LAIMO ROSIANO ZIROBWE / BUKIMU LANDLORD 27 KIBUKA NJULLI DAVID S/ WORKING 28 OMUTRE NAKOOMA ZIROBWE GERSON CENTRAL 29 MUTEBI SIRAJE ZIROBWE CENTRAL 20 MUWONGE ZIROBWE P/C BUKIMU 31 LALANDO DAVID LC 111 NAMAWAJJA 32 SEKABOGA MILLYNKONGE CHARLES LC I CHAIRMAN BUKIMU 33 KATAMBA GODREY MUTYAABA COUNCILLOR 34 WAMALA FRANCIS CHAIR PERSON LC 11 35 KlWANUKA FRANCIS COUNCILLOR
Public Consultation Report April2001
16 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibility study and detailed engneenng design
SUB COUNTY: KALANGALA NAME OF THEPARTICIPANT DESIGNATIONIN THE COMMUNITY 1 KATO MUSOKE COUNCILLOR 2 KINTU BAKER CHAIRPERSON LC 1 3 JANATI NAKACHWA VICE CHAIRPERSON LC 11 4 JOL B. CANDA C/P LC 11I KALANGALA 5 SEBYUHA MUSISI E. COUNCILLOR L C V 6 JENNIFER KEYANJA CHAIRPERSON LC. 1 7 SARA NAGGAYO ZZIMULA COUNCILLOR LC. V 8 KAMUNVI BADRU COUNCILLOR LC 111 9 ERISHA KIZZA P/CHIEF 10 KAGULIRE HONERATO COUNCILLOR LC 1i11 11 SEKANDI WILLY P/CHIEF 12 SSETTIMBA ISAAC P/CHIEF 13 LUBOYERA ABUDALLAH SECRETARY FOR FINANCE LC 11 1 14 DDAMBA SUSAN COUNCILLOR 1SJJUKO KAMOGA SUB-COUNTY CHIEF KALANGALA 16 DEBORAH SSALI SECRETARY FOR WOMEN 17 MARGARET BANADDA KALAGALA ELDER 18 SEMATIBMA KIZITO BUSIIKA / KALAGALA 19 HUSSEIN MAYANJA CHAIRPERSON LC 11 VVUMBA 20 DAVID KAGGWA SALONGO CHAIRPERSON LC I VVUMBA 21 ERIMUNZIDA BUHOMEHE CHAIRPERSON LC 11 MAYINDO 22 MUKIIBI NKUBI DUN CHAIRPERSON CL 11 KAMIRA 23 NAKIYINGI AMINA. ABAKYALA LC 1 KAWOOGA 24 MUGATrE GODFREY CHAIRPERSON LC 111 BUSIIKA 25 SERUNJOGI CHARLES CHAIRPERSON LC I NDEEBA 26 MUSISI FLORENCE CHAIRPERSON
Public Consultation Repon April 2001
17 Kampala - Gayaza - Zirobwe - Wobulenzi Road feasibility study and detailed engineering design
27 KIKAAWA SOPHAS GENERAL SECRETARY 28 NYONJE JOSEPH BUSIKA COUNCILLOR 29 BIRERE FREDY KAYINDU COUNCILLOR 30 BAGOMOSE JAMES GENERAL SECRETARY LC 111 31 SSEMANDA S.MUSOKE CHAIRPERSON MOVEMENT LC 111 KALAGALA
Public Consultation Report April 2001
18 Kampala - Gayaza -Z2robw - Wobulenri Road feasibilitystudy and detailed engineeringdesign
SUB COUNTY: BUSUKUMA NAME OF THE PARTICIPANT DESIGNATIONIN THE COMMUNITY I MALE PROSCOVIA COUNCILLOR 2 SEKALEGGA STEPHEN PARISH CHIEF 3 CHARLES MUSA CHAIRMAN LC I 4 KANGAVE DAVID SECRETARY LC 1 5 NSUBUGA BAKER YOUTH 6 NTULUME G. W PARISH CHIF 7 AUBU SENGOOBA SECRETARY D. 8 MUJABI LAWRENCE CHAIRMAN KASA LC. 1 9 WILBERFORCE SERYAWO ASS LAND LORD NAMULAGE 10 D W SERUNJOGI OFFICE A HANDERIT 11 MARGARET BUKULU FOR WOMEN LC 1 12 JOYCE NSUBUGA SECRETARY FOR WOMEN LC 1 13 TEOPISTA NNALONGO VICE LC 1 14 SERUBIRI ROBERT COUNCILLOR 15 KIRABO SAMUEL COUNCILLOR 16 WALIKIRA J. EXT. OFFICER 17 BABIRYE OLIVIA SUB-COUNTY CHIEF 18 SEGUYA D. R INVESTMENT COMM. 19 NASSIMBWA JENNIFER VICE CHAIRPERSON 20 NALONGO NAKKU WALASI V/C 21 KAJUMBA JOSEPH PARISH CHIEF 22 REBECCA NANTUME SECR. FOR WOMEN LC 1 23 GOGWA JOHN COUNCILLOR 24 LULE POSIANO CHAIRMAN KIGWENDA L.C.1 25 SEWAWA HAMADI COUNCILLOR LC 111 26 MUBIRU VICENT PARISH CHIEF
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19 Kampala - Gayaza - Zirobwe - Wobu/enzi Road feasibility study and detailed engineering design
27 SSERUZAMBA MOSES CHAIRMAN LC 1 MUGIGYE LUGUDO 28 SENGENDO GONZAGA SEC. FOR FINANCE LC 111 29 BUSULWA GODREY YOUTH COUNCILLOR 30 ALLEN NAKINTU COUNCILLOR 31 WALAKIRA GEORGE WILLIAM CHAIRMAN LC 111 BUKIMU 32 FLORENCE BATE COUNCILLOR 33 NALULE JOSEPHINE SEC. / WOMEN 34 JAMES LUBEGA 35 MWESO JUSTINE SEC. / WOMEN KASANA LC 1 36 MULLY SSEBA COUNCILLOR LC 111 37 BARISIYOY JEMIMAH VICE CHAIRMAN LC 111 38 ANDREW FROBISHA MUKONGE COUNCILLOR LC 111 PWD 39 SSETTEMA GORETTI COUNCILLOR 40 SARAH NSUBUGA SEC/WOMEN KASAMBYA 41 A. MUSOKE COUNCILLOR 42 KISEKKA RICHARD SECRETARY YOUTH 43 NAKAMWAGI IMMACULATE SECRETARY FOR WOMEN LC 1 44 ASABA IRENE COUNCILLOR 45 BATENDE EDWARD CHAIRPERSON LC 1
PublicConsultation Report April 2001
20 I I -~r-~t #s - - - j K.J.Kpaias -Gayaza -Zirob% -Wobulczi Road I~~~~~~~~~~~~~~~
Revieiv arrd Update of FeasibilityStudy and DetailedDesign of
-2 CKAMPALA - GAYAZA - ZIROBI3E - WOBULENZI ROAD
Fersibility Study Draft Final Rcport
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APPENDIX B REPORT ON RE,SETTLEM-ENT CONSULTATION.
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.. .~~~~~~~~~~~~~~~~~~~~ie i I Ministry of Works, Housing
And
Communications
Resettlement Plan Consultation Report on Kampala - Gayaza - Bugema - Zirobwe - Wobulenzi Road Project
Phoenix Engineering and Research Ltd Plot 7 Summit View Drive - Naguru P. O. Box 28442 - Kampala - Uganda Telephone / Fax: 256 -041- 285379 E-mail: nhoenix.u%!Ainfocom.co.ue
June 2001
TABLE OF CONTENTS
Key Definitions ...... i
Chapter One 1.0 Introduction ...... I 1.1 Description of the project area ...... 1.2 Methodology for Consultation process ...... I 1.3 Assessnent Proc ...... I 1.4 Resporises and objections ...... 2 1.5 Stakeholders and their attitude towards resettlemnent action plan . . 2 1.6 Effectiveness of the consultation process ...... 2 1.7 Comrnunity Participation ...... 2
Chapter Two 2.0 Resettlement Policy and legal framework in respect to Uganda's situation and the proposed project ...... 4 2.1 Policy basis ...... 4 2.2 Participation of Chief government valuer in resettlement activities ...... 5 2.2.1 Land acquisition and coqpensation procedures ...... 5 2.3 Public Consultation ...... 5 2.4 Entitlement framework ...... 5 2.5 Institutional firaework and involvement of local councils in resettlement activities .... 5
Chapter 3 3.0 Views on Resettlement and Restoration Plan ...... 7 3.1 Measures for reducing project impact ...... 7 3.1.1 ReductionofLandRequisition ...... 7 3.2 Compensation for the lost assets ...... 7 3.3 Land Acquisition and re-establishment ...... , . , ...... 7 3.4 Basis of assessment / Valuation ...... 7 3.5 Organisational set-up ...... 8
Chapter 4 4.0 Imnplementation time table, monitoring and evaluation and reporting ...... 9 4.1 Tirne table for compensation ...... 9 4.2 Notifications ...... 9 4.3 Progranme Imnplementation Structures ...... 9 4A Progranmne Monitoring and Evaluation ...... 9 4.5 Periodic Reporting ...... 9 4.6 Review of Field Activities ...... 9 4.7 Field Visits .. 10 4.8 Evaluation of the resettlement implement Plan ...... 10 4.8. I Mid term evaluation ...... 10 4.8.2 End of programmn e evaluation ...... 10 4.9 Establishmnent of comnplaint centres ...... 10 Conclusion ...... 10 List of people consulted ...... 12 Cadastral informnation for key land proprietors along the alignment ... 13 List of squatters on Kabaka's land along the aligrunent ...... 17 Kampala - Gayaza - Bugema - Zirobwe -Wobulenzi Road Project
Key Definitions:
PAP's: Project Affected Persons (PAPS) are individuals who may be impacted directly or indirectly by the Project.
PAH's: Project Affected Households Are Households that may be impacted by the Project as a Households that may be impacted by the Project as a household unit.
PAG's: Project Affected Groups. Are Groups or Communities that may be affected by the project. A group is generally y limited by geographical location. As far as group entitlement is concemed with focus / weaker groups in the society.
EP's: Entitled Persons. EP's are PAPS who quality for or are entitled to assistance / compensation since they will be relocated or otherwise impacted by the ProjecL EP's are deemed to include entitled to compensation under the legal framework of Uganda. All PAPs are entitled to the improvement or at least restoration of their standards of living, and compensation for the material losses they suffer. Compensation for assets will cover replacement cost. No deductions or discounts will be applied to the compensation amount for depreciation or other reasons. All PAPs deriving an economic benefit from the affected land and property are entitled to receive rehabilitation benefits in addition to the compensation for their assets lost. Those PAPs without title, authorization or legal permission to reside, conduct business, cultivate land or construct structures are eligible for rehabilitation of their livelihoods and compensation for their assets on an equal footing with those with formal legal title, authorization or penmussions to the assets.
"Resettlement" "Resettement" means to provide the arrangement of product and livelihood for the PAPs and to ensure they will benefit from the project. It mainly includes:
1) The relocation of living quarters; 2) Finding acceptable new employment for those whose jobs are affected; 3) Restoration (or compensation) of affected productive resources such as land, workplaces, trees and infrastructure; 4) Restoration of other adverse effect on PAPs' living standards (quality of life) through land requisition (such as the adverse effects of pollution); 5) Restoration of or compensation for affected private and public enterprises; 6) Restoration of adversely affected on cultural or common property. "Rehabilitation" "Rehabilitation" means the restoration of the PAPs' resource capacity to continue with productive activities or lifestyles at a level higher or at least equal to that before the project. The objective of this RAP is to provide a plan for the resettlement and rehabilitation of the PAPs so that their losses will be compensated and their standards of living will be improved or at least restored to the pre-project levels. To achieve these objectives the plan provides for rehabilitation measures so that the income earning potential of individuals are restored to sustain their livelihoods. Kampata-Gaya=-Zmbwe-Wobuenzi Road Restelement Consutation Report
1A Responses and objections There were no actual objection of the resettlement programme from the officials and representative of NGO's and CBO's in respect to project benefits and development opportunities that are likely to emerge after the completion of the project. There is no surprise because most people in the project corridor are in favour of the project.
1.5 Stakeholders and their attitude towards Resettlement Action Plan The consultant discussed with a wide range of key stakeholders and local leaders in the area. It is assumed that the infornnation obtained is useful for the Resettlement Action Plan.
> Some of the consulted persons-have expressed fears that the "compensation" package might not enable PAPs to acquire similar social cohesion, sense of identity and very likely to affect their children education (relocation to areas where no good schools).
> The 15% disturbance allowance is too small since the value of land and prices of building materials are too high. PAPs have fears in respect to the inflation. 80% of those consulted are wondering whether government will put that into consideration.
> Some participants in the consultation exercise observed that compensation might become irrelevant as it is quite inconceivable such that compensation cannot meet the gross damage being inflicted on the families.
> That compensation package might not enable communities to resettle comfortably elsewhere with in the environs of Bulami (the most affected village along the alignment). Information obtained from the discussion indicated that some will miss friends and relatives
Basing on the information collected; the consultant has the following observations to make: > People still not trusting the government with timely compensation > Affected persons are willing to work with committees that will be put in place to ensure successful implement of the resettlement programme. For obvious and entirely rational reasons PAPs prefer adequate, prompt and fair compensation.
1.6 Effectiveness of the consultation process Given the level of participation of the stakeholders in the consultation process and a number of responses and proposals given, the consultation exercise in respect to the resettlement and compensation must be regarded as a success.
1.7 Community Participation: Consultant Observaton: It was observed that great majority rural communities have little influence on or do not effectively participate in development interventions that concern them. The development experience in the project area that communities have limited control over the whole range of factors that threaten their livelihood and little chance to participate in Programme designs and actual implementation. It is therefore important to involve Communities and the local Councils in the resettlement and Compensation activities.
Active participation by the PAPs and PAGs will enable them to understand and appreciate the levels of development and ascertain timely gains and control over forces that affect their lives. Participation has no universally accepted definition and only a working understanding is attempted here. In context of the resettlement plan participation is taken to mean a widening and redistribution of opportunities to PAPs. It is inportant that community meetings with PAPs to increase receptivity and ability to face the challenges of relocation should precede participation.
p. 2 Kamp ya-Znowe-WObuIki Road Resetlemeat Considtatieo Reprt
All PAPs are entitled to the improvement or at least restoration of their standards of living, and compensation for the material losses they suffer. Compensation for assets will cover replacement cost. No deductions or discounts will be applied to the compensation amounted for depreciation or other reasons. All PAPs deriving an economic benefit from the affected land and property are entitled to receive rehabilitation benefits in addition to the compensation for their assets lost. Those PAPs without title, authorisation or legal permission to reside, conduct business, cultivate land or construct structures are eligible for rehabilitation of their livelihoods and compensation for their assets on an equal footing with those with formal legal title, authorisation to the assets.
p. 3 KampzIa-GayaZirobwe-WobuIcnzi Road Ieseutlement ConsuationReport
Chapter Two
2.0 RESETTLEMENT POLICY AND LEGAL FRAMEWORK IN RESPECT TO UGANDA'S SITUATION AND THE PROPOSED PROJECT
2.1 Policy basis The success of the resettlement plan for Kampala Gayaza Zirobwe Wobulenzi Road will depend on internalising of the institutional framework and application of the legal framhework within the context of the Republic of Uganda. The major goal is to ensure that the resettlement activities are effected without causing considerable negative impact to the PAPs and the relocatees. All these should be addressed in accordance to the Town Plamuing Act of 1964, the Land Act of 1998, and the Kampala, Luweero and Wakiso District compensation rates approved by these Districts during the current fiscal year. The success of resettlement action plan for the proposed project will depend on the legal back up and support of .the institutional arrangement of Uganda and decentralisation process in the districts. The planned project activities will have some legal impact on the stakeholders and the development potential along the corridor. Impact is manifested in social, political and the economic standards of the people and the area. It came to light during the discussions that most people in the project corridor are very conversant with the Land Act.
Kampala- Gayaza- Zirobwe - Wobulenzi road passes through a lot of property both private and public. All these are protected by the Constitution of the Republic of Uganda. Article '237n vests all the land in the country to the people. While Article '26" prohibitsforcefuI seizure of individual property including land by any authority including government with out adequate compensation. The Land Act of 1998 regulates all the iusues related to development and land in Uganda. This implies that the proposed resettlement activity will put into account all these provision.
Land ownership There is a diversity of land ownership along the right of way. The consulted communities observed that the most prominent land holding is Mailo and Crown land (Kabaka's land). The Mailo land is pronounced between. On the mailo land tenure, there are different ownership interest between the registered owners and lawfil occupants. All those with vested interests therefore have to be treated fairly during the land acquisition and compensation. Serious scrutiny of ownership has to be effected during cadastral survey.
This plan on the proposed road should be based on national laws and regulations of the republic of Uganda belovw * Constitution of Uganda (1995) * The Land Act (1998) * Town and Country Planning Act (1964) * Local Govermment Act (1992) * The Decentralisation Act (1997) * Road Safety and Traffic Act (1991) * Land Acquisition Act 1965 All these have serious consideration impact in respect to the proposed RAP.
2.2 Participation of Chief Government Valuer in the resettlement activity The Chief Government Valuer is a key Government person to handle the property valuation, land acquisition and compensation of all the affected persons along the right of way. The CGV will therefore be involved in ensuring that PAPs are valuated in time, compensated fairly and promptly. The CGV will also act as a springboard between the PAPs and the government in matters reiated to compensation.
p. 4 Kamp yan-.rob.e-Wobunzi Road Resetiment Consultation Report
2.2.1 Land acquisition and compensation Procedures For the purposes of this road project, the following major categories of the people are to have legal/proprietary interest in the land to be affected. - Mailo land owners (titled/ registered) - Leasehold owners (titled/ registered) - Customary land owners (on forner public land-untitled) - Tenants- in occupancy/Kibanja owners (lawful or bonafide occupants on mailo land) 2.3 Public Consultation Public Awareness The Relocation activities will have significant impacts on the project-affected persons in particular. There is a strong need to develop a program that allows the affected persons to be informed, have a centre, project offices that can imnpart infornation on the resettlement activities and associated stages and also serve to hear complaints. This will be crucial in monitoring and evaluation of the whole exercise. Information centres should be established at local councils offices across the impacted corridor. 2.4 Entitlement Framework These entitlements are to cover the loss of land, structures and other assets, such as crops, houses, land, stalls, The PAPs in this respect are entitled to the disturbance allowance (Town Planning Act 1964) and Counselling on alternative assistance. Under the Land Acquisition Act (1965) compensation for property structures and other assets such as crops that will be lost to the project are of serious concern as far as compensation and relocation of conmunities is concerned.
The Land Act (1998) requires compensation to be at market value. Govermnent valuer will effect market value assessment of the property for affected persons. Assessment to deternine whether the additional assistance is necessary to reach the real market value has to be put into account.
2.5 lnstitutional Framework & Involvement of the loa coumets in the Resettement Activities: The local councils at the village (LCI, IL I11)have high expectations of the project and its related opportunities. In this regard it is irresponsible not to involve the Local Councils in the resettlement process. They can help in identification of lawful PAPs, for compensation and relocation; and implementation, monitoring and evaluation of the relocation process. Their responsibilities during the resettlement period might be in identification of the actual affected persons, monitoring of resettlement activity among others.
There is a serious need to establish an independent committee to assess the market value for each affected possession. The committee should include: * Luweero District administration * Wakiso District Planning Office * Local council Officials * Member from Ministry of Land. Water and Natural resources * Ministry of Justice * Chief Governmnent Valuer. The comnnittee should be established and start work before the relocation excise starts. If a household asset is to be taken compensation should be given to the Iegal titleholder but if compensation is in form of a parcel of land or a structure, the registration will be in Names of the title holder, his /she spouse / children.
p. 5 KampaaCAyza-Zffobwe-Wobulenzi Red Retdement Consuitanon RAeert
Development of the Project and construction activities will result in the displacement of people, acquisition of land, property and crops along the alignment. The impacts are measured in terms of the number of properties lost, size of property, the type of property (residential, business or commercial) and ownership of such property for displaced affected persons (PAPs). The resettlement plan for the proposed road project describes and enumerates the extent of negative impacts likely to be imposed on the people and their property becausc of construction.
The plan presents the extent of the entitlement framework that is to be adopted to minimise then impact and compensate for losses that will be experienced by the Project Affected Persons (PAPs). Compensation to the project affected persons (PAPs) should adequately address their losses based upon the entitlements approved by the Government of Uganda in applying the Land Act (1998) and the Town and Country Planning Act of (1964) respectively. The entitlement framework therefore comprehensively addresses all of the resettlement issues that are predicted for the Project. The framework conforms to the legal and institutional framework of the Republic of Uganda. In this respect it will accommodate; * Town and Country Planning Act (1964) * National Environment Managemnent Statute (1995) * The Land Act (1998) * Decentralisation Act (1997). The issue at hand in respect to the resettlement plan for Kampala-Gayaza- Zirobwe- Wobulenzi road will therefore address the concems and benefits to all the affected relocates and Project Affected Persons along.
p. 6 Kampala.Gsyaza-Zirobwe-Wohbuki Road Resdlement Censeition RApen
Chapter 3
3.0 Views on Resettlement nd Restoration plan
3.1 Measures for Reducing Project Impact 3.1.1 Reduction of Land Requisition
Construction of the project will unavoidably cause land acquisition and resettlement, thus affecting the original production and living conditions of the local people to some extent. Participants observed that the most affected village is Bulami at Km 39. In order to reduce jand requisition and number of inhabitants to be resettled, efforts have been made by design to keep the project site along the existing alignment away from the residential areas and to minimise the quantity of requisitioned land.
3.2 Compensation for the lost assets There are two major issues in respect to loss of land and crops, either temporally or permanently. That compensation and resettlement be handled promptly and fairly since many affected persons will judge the success of the mitigation measures by how these issues were handled by the Uganda Government. Although the affected persons in the alignment have hetro-socio-economic background, it would be necessary to compensate them with cash. This is what has been preferred during the consultation with PAPs. The recommended and compensation mitigation measures are based on the operational directives (of the World Bank) and aimed at providing the affected population with improvements to the existing situation, not merely a re-establishment of existing levels that reflect a very low standard of living. Compensation and resettlement in this respect will mainly target the affected persons most especially those in the direct itnpact zone (right of way).
3.3 Land Acquisition and re-establshment Kampala Gayaza Zirobwe Wobulenzi road is a works project and as such acquired the land is to be in the public interest and for use as established under the 1995 constitution. Land acquisition therefore will be governed by the following enactment: - > The 1995 Constitution, which demands for prompt payment of fair and adequate compensation prior to the taking of possession or acquisition of property. > The Land Act (199S) set out the legal process and basis of assessment of land. It has been established that the project impacted on several land tenure holdings. Land holdings like the "Kibanja ' system whereby the head of the household has access to land on freehold basis, without title of ownership or paying rent. This type of holding is common under Mailo Land. Some land is being held under customary rights. For all the land take prompt and fair compensation should be necessary. For the land take, compensation should not be below the market value at the time in that particular locality. Cadastral survey should be effected in time before compensation to ascertain the nature of interest attached to land among the Project Affccted Persons.
3.4 Basis of Assessment / Valuation The most critical perspective at the moment is land. It should be valued on basis of open market value, having regarded to use of land and the prevailing market price of similar land in the Neighbourhood. Crops, trees and semi permanent buildings should be assessed based on the compensation rates set by the Districts.
p. 7 KmapaJ-aGayaznZirobwe-WobuleniRoad Resdtlement Consuhlaton Report
3.5 Organisational set-up Implementation of the Resettlement Action Plan needs highly an experienced team. It has to be emphasised that relocation exercise has an impact on mental and physical life of affected persons. In this regard the principle co-ordinator of the exercise (RAFU) should deploy a strong team properly during valuation and compensation. The team should comprise of: > Chief Government Valuer > Specialist in resettlement > Surveyor to survey > Sociologist to handle the social issues. > Representative from Ministry of Works, Transport Housing and Communication and RAFU > Representative from the district
Team should also be involved in monitoring, reporting and evaluation of the resettlement programme. The whole activity should be co-ordinated through bottom-up and up-bottom approach. RAFU should co-ordinate the exercise with help of local council chairmen and district political heads.
p. 8 Kampe-GayazZe-robwe-WoJa, Road Resckment C,nsujtalon Report
Chapter Four
4.0 Implementation timetable, monitoring and evaluation and reporting: Putting into place of the proper legal, procedural and consolidation of the institutional framework into the resettlement process the following recommendations are proposed and will act as guiding principles for implementation process of the resettlemient plan.
4.1 Time table for compensation All families affected by the project should be compensated and relocate themselves else where before construction activities starts in January 2004. In other wards resetlement and in most cases compensation should occur in the pre-construction phase to avoid both delays in the project construction and stress to the Project Affected Persons. Farming households should be allowed and given time to harvest all crops. In general, all affected persons should be given at not less than six months to relocate themselves.
4.2 NotIications
During the compensation and relocation activities, there is need for formal notification of the PAPs, the establishment of a date for expected time for registration, property evaluation and commencement for compensation. This could allow the relocates to find else were to resetle before the project starL
43 Programme Implementation Structures
In the discussion of the Resettlement Programme with stakeholders the Consultant envisage various actors. Although different People at different levels wili perform various activities it has to be emphasised that the overall approach of the plan is to implement a Pro-people's intervention. All probable strategies and concepts to be used will address relocation exercise with limited Negative impact to the Project affected groups and Persons. The consulted stakeholders proposed the following approaches.
4.4 Programme MonItoring and Evaluation:
The Consultant having internalised the situation on the ground and basing on the reactions of the Consulted key stakeholders in the Project Corridor, the following approaches are proposed to be used during the monitoring and evaluation of resettlement and compensation activities of all the entitled persons along the route.
4.5 Periodic Reporting:
This is to be effected from the management level to the Co-ordination in the field. Arrangements should be made regarding the reporting system to be used. The responsible personnel should make all the reporting. The Progrmme Manager shouWd be responsible with the reporting exercise. RAFU then should be responsible for submission of the reports to World Bank and Goverment Authorises. The reporting should be made at bi-monthly levels.
4.6 Review of Fieid Activities: -
Periodical Field activity reviews must be taken into account. These reviews should be done at field and Management levels of the programme. For review reports in puts several meetings, field visits should be effected with the local Councils, Project Affected groups and Persons / Families. RAFU and field Staff should decide upon the frequency of these meetings.
p. 9 Kampah-4Gya-Zirbwe-Wobukozi Rod Resdetlement Coasuiation RWert
4.7 Field Visits:
The Officer in Charge of the Programme with field Staff from time to time should visit the field to internalise the situation on the ground and the progress of the resettlement activity along the route. Analysis of information gathered from such visits could be helpful in finding solution to the problems during the resettlement exercise.
4.8 Evaluation of the resettlement implement Plan:
This should be conducted to ensure that checks and balances are effected for the successful implementation of the Project. Mid term and End of activity evaluation should be conducted.
4.8.1 Mid term Evaluation:
It is proposed that a mid term evaluation should be done during the relocation exercise .At this time quite a number of property and crops will have been compensated for. Programme Management Staff and Key personnel from Governnent, NGOs working in the Project Corridor should be involved in the mid term evaluation.
4.8.2 End of Programme evaluation:
End of resettlement activity evaluation should be conducted towards the ftnal stages of the activity. This activity should attract team members from line Governnent Ministries, the World Bank, RAFU, NGOs and CBOs, and local leaders in the direct impact Project Zones.
The date should be announced on which development and occupation of the affected land should stop. Immediately, property valuation and compesation should start. After valuation, consider appreciation pay according to the market value. After the valuation give each person a document indicating the worth of his / her property. From the day a person gets his cheque a deadline of quitting the land should be given (not beyond six months). It should be convenient if you could issue the cheques soon after valuation with taxes and commissions charged by banks included.
4.9 Establishment of complaint centres
There is need to establish centres along the alignment where the affected persons could get assistance in case of problems for instance delay in compensation or failure to meet the required replacement value by government.
Conclusion From responses obtained during the consultation process. A considerable number of people are in favour of the project from a development viewpoint However there is a natural concem about the nature of compensation and property valuation to be effected.
In terms of responses it is apparently clear that land and compensation issues comes top of the list of priorities for most PAPs. It is also apparent that; People do not fully trust the government with timely compensation and acquisition of land, pay in full.
The significant majority of representatives for the project affected persons commended for full replacement value and that the government of Uganda should avail the necessary funds in time to avoid unnecessary sufferings to the PAPs and since the project is for public use therefore replacement value should be reasonable.
1 0 P. Kanj ZeGaybeZ W *buinziRead Rwsulem ent Conl asion Report
People want fair and reasonable compensation (replacement cost) It came clear through the discussions that there are three categories of people aTnong the (PAPs) > Those who are willing able to take money offered for their property) provided it is fair and reasonable for compensation / resettlement and find land, build elsewhere > Those who will need help with resettlement including the widows orphans and aged > Those who think that government compensation procedure cannot enable them to get enough land or settle elsewhere.
One request was made. More time should be given to allow people time to construct new houses before construction starts. Given the anticipated compensation programme. Quit notice should be effected in time in order not to destruct construction activities Participants. requested for a period of Nine months for the affected persons quit their land.
Participants suggested that governmsent should monitor the resettlement process exhaustively and see that the affected people are properly compensated and resettled elsewhere because currently are properly settled.
P. II K&mpala-Gay&.Zirob-Wohbuezi Road Rneslement Consulation Report
LIST OF STAKEHOLDERS CONSULTED NAME DESIGNATION IN COMMUNITY Ormar Ali Kyagulanyi Chairman LC 3 Katikamu Sub-County Y.K Mulondo Vice Chairman LC 3 Katikamu Sub-County Cissy Namitala Secretary LC 3 Katikamu Sub-County John Massembe Chairman LC 2 Tweynze Parish Kyoffa Pcter Sub-County Chief, Katikamu Godfrey Kitenda ChiefSurveyor, Land Offce Bukalasa Annet Seggoija chairpersons LC I Bulami Lwasa Ssewali Chairman LC 2Bulamiabulanaka Parish Mukibi Fred Sub-County Chief, Bamunanika Ssebidde Steven Chairman LC 3, Banunanika Misaki Ssettimba Kabaka's representative, Bamunanihka Gonjebwa Ssettimba Parish Chief, Kyampisi Palish Kalungi Lukoya Vice Chairman LC 1.Kalungu Village Ssebagala Muhamed Vice Chairman, Zirobwe Kigongo Fred LC 3 Executive Membe Zirobwe Simbwa Kayiwa LC 3 Chairffn. Zirobwe Daniel Ssekabuga Town Ocrk Zirobwe Trading Centre Henry Nscreko LC V Councillor, Luweeo Mutebi Siraje LC 2 Chairtan, Zirobwe Centre Muluuta Mugaga Town Clerk. Wobulenzi Town Council Kagurilev Honerantto. Councillor LC 3 Abudalah Luboyera. Secretary Finance LC 3 Kalagala Juuko Kamga. Sub-County Chief. Kalagala S/C Sseamtimba Kizito. Elder Busiika Kslgaka S/C Mugapte Godfrey. Chairman LC 3 Kkgala Sarah Zimula LC V Councillor Luweeo Ssananda Musoke Chairman MovenmentLC 3 Mayanja Hussein Chpeson LC 2 Vuoba Parish Mukiibe Nkobi Dan Chairperson LC 2 Kamira Bagmos e James General Secretay LC 3 Kalagaa Sewava Ahemedi Councillor LC 3 Busukusna Olivia Babirye Sub-County ChiefBasukumna Nassimbwa Jennifer Vice Chasperson LC 3 Busuktrna Kajumba Steven Pansh ChieflBusukuma Barisiyoyi Jeremiah Vice Chairman LC 3 Busukuma Walakira George William Chaiman LC 3 Busukuma Irene Asaba Councillor LC 2 Busukuna Milly Sebba Counelor LC 3 Busukuna Erish Kiza Parish Chief Kalapa Deborah Ssali Secreutry for Wonsen LC 3, Kalagla Margret Banadda Elder Kalapla (Busiika Village) Margret Godfrey Chrmn LC2 Busiika Charles Musa LC I Chtainm Namulonge Sewava Hamadi Councillors LC 3 Chaiperson Andrew Frobisha Mukonge LC 3 Chairperson for the disabled (Kalagala) Haji Ali Nadduli LC S Chairman Laweero District Engineer Jemba Nicholas Distict Works Engineer Luweero Disoict Representadves From NGOs Working In the Project Area Mary Alinyikira: Progranme Officer Plan Internioral Bamwananika PrograummeUit Joel Lugolobi: Country Director Buso Foundation
Kiwalabye Moses: World Vision / Programme Mnager integrated Deloprme Area Programme Wakatayi - Ziobwe
Ssekatawa Isa; Project Manager Habitat for Humanity Luweeo Programme Area Rev. Fr John Kato: Parish Priest Katikamu
p. 12 Kaimp ayaza-Ziobwe.Wobukmi Road ResEJefnte CensultatienRepert
AVAILABLE CADASTRAL INFORMATION FOR KEY LAND PROPRIETOR ALONG THE ALAIGNMENT:
BLOCK NO. NAME OF THE PROPRIETOR BULEMEZI BLOCK BLOCK 15: Plot144 Samuel Nsozi Njuki
BLOCK 16: Plot 34 Plot 27 Uganda Muslim Community Plot 21 Bugana Church Plot 22 Church Land
BLOCK 22: Plot I I J.K. Kabogoza Plot 6 Kerement Tamusange Plot 14 Kivumbi Kabogoza
BLOCK 21: Plot 70 Zedekiya Serwamala Plot 59 Kaloli Mukasa Plot 37 Mosque Site Plot 44 Uganda Company Ltd Plot 72 Busujiu General Traders Plot 73 B. Kakungulu Plot 71 Plot 25 Nassali Plot 7 Stanley Semnbajwe Plot 19 Stanley Sembajwe Plot 33 S.Ssendagire Plot 4 Bulasio Sempa Plot 77 Plot 62 Erasito Kafero Plot 34 Lamanzae Ssali Plot 35 A lmnanzane Ssali Plot 15 Budala Mukasa
BLOCK 6 Plot 27 Roman Catholic Church Plot 41 Tereza Basirika Plot 40 T. Basirika Plot 46 T. Basirika Plot 5 Tomasi Kiribwa Plot 49 Yasoni Mukasa Plot 39 T. Basirika Plot 47 Yasoni Mukasa Plot 48 Yasoni Muksa Plot 28 T. Basirika Plot 37 Basirika
p. 13 K-mpGay=-Ziubwo.bujazi Road REuttement Consuligaon Repon
BLOCK 7 Plot 3 Lenbeni Sebowa Plot 2 N. Baziwanc Plot 62 A.Ssali & Waswa Plot 32 Alubera Ssali Plot 63 E. Kafeero Plot 17 Natanayi Mugerwa Plot 39 Y.Musoke Plot 52 Y. Gwayambadde Plot 30 Plot 25 Yolamu Musokc Plot 53 Samwili Mukasa Plot 76 J. Ssebirumbi Plot 81 Yolamu Musoke
BLOCKS Plot I Z. Sembajwe Plot 17 A. Kyeza Plot 45 Amisi Kyeza Plot 130 Amisi Kyeza Plot 136 J. Sekizivu Plot 127 J.C. Miganda Plot 123 Haji Mwanje Plot Ill Mariamu Nakidde Plot 125 Mariamu Nakidde Plot 37 Petero Muchwa Plot 138 S. Sajjabi Plot 137 B.K.Kawanda Plot I Petero Zake Plot 16 Yusufu Walyezinga Plot 12 E. Nalubowa
BLOCK 57 Plot 410 Plot 401 Y. Waluiznbi Plot 409 Plot 230 Y. Serabidde Plot 320 S. G. Katabu Plot 303 A. Mukasa Plot 202 S. Mambo Plot 183 Baligeya Plot 50 Baligeyataka Plot 162 Plot 420 Y. Kapinyi Salongo
BLOCK 57 Plot 421 Plot 155 L. Sebowa Plot 153 Hajii A. Kasiryc Plot 152 A. Katerega Plot 151 M. Kakemnbo Plot 267 H.B.J Kyankya Plot 300 Y. Namugenbe Plot 422 Nakibiranga Plot 164 P.Kapere Plot 353 Plot 214 Y.Lubowa Plot 213 Y. Lubowa Plot 222 B. Kayita
p. 14 Kamp yzZ ww ti ROW Resement Can=&azonRAert
BLOCK 56 Plot 37 Asumani Kiyaga Plot 35 Haji. J.Kiyaga Plot 34 K. Gaganga Plot 36 Asumani Kiyaga Plot 43 Y. Serwanga Plot 44 Y. Walusimbi Plot 27 B. Sekamwa Plot 63 D. Sekabogo Plot 69 Haji Asumani Kiyaga Plot 61 D. Sekabogo Plot 38 Zirobwe Farmers Ltd Plot 59 D. Sekabogo Plot 65 Alistaliko Mpanp
BLOCK 56 Plot 70 D. Sekabogo Plot 66 A. Mpanga Plot 60 D. Sekabogo
BLOCK 58 Piot 4 Yafesi Muktasa Plot 67 K Nabagala Plot 54 V. Katongole Plot 22 J. Musoke Plot 6 P. Nakyarzi Plot 72 Kalooli Muldibi Plot 50 Joziwe Musoke Plot 65 A. S. Kawesi Plot 61 L N. Ganmukulya Plot 62 L. N. Gavamukulya
BLOCK 59 Plot 3 Sulemtani Setuwa Plot 8 Kasalina Naziwa
BLOCK 60 Plot 282 Z. Sempala Plot 446 Mukamudu Nakugoba Plot 442 H.A. Wamala Plot 285 Misaki Seruma Plot 286 S. Z. Nabagala Plot 288 Maliyamu Nabanoba Plot 299 lbulaimu Sebiri Plot 241 B.Kibirango Plot 5 Yubu Sempa Plot 150 Bulaimu Matovu
BLOCK 60 Plot 473 S. Kisubi Plot 415 H. B. Matovu Plot 149 Zefaniya Nsemko Plot II Manuel Muyanja
BLOCK 123 Kabaka's Land
p. 15 Kampala-y.jYnb*oe- WobulmZi Road Reseleement Consuhation Report
BLOCK 153 Plot 257 B. K.Kavuma Plot 341 K. Lubega Plot 258 Plot 201 M.Nantale Plot 163 Filipo Asane Plot 314 J. Ndwadcwazibwa Plot 348 Z. Mukote Plot 316 T. Mukote Plot 336 Andereya Alideki Plot 335 Andereya Alidcki Plot 105 Lazaro Nsubuga Plot 81 J. Ndwadawa7ibwa Plot 146 Y. Kikonyogo Piot 236 National Anglican Church Plot 376 Andereya Kizito Plot 138 Y. Kikonyogo Plot 137 E. Sewanyana Plot 136 Samusoni Kalanzi Plot 323 Manjeri Nakimera Plot 349 M. Matovu
BLOCK 153 Plot 320 F. Sempira Plot 330 Kanyerezi Plot 273 S. Kalibbala Plot 272 S. Kalibbala Plot 277 Kanyerezi Plot 229 Plot 230 K. M. Nalugoti Plot 134 Efulaimu Mpagi Plot 381 Plot 252 Maliyaloza Nagawa Plot 253 Y. Sebowa Plot 233 Plot 232 Y. Sebowa Piot 361 Sendikwanawa Plot 339 S. Kalanzi Plot 340 Plot 326 Kafeero L Plot 250 Kafeero L
BLOCK 151 Plot 27 Y. MuwaJuzi Plot 3 L. Yatuwakwalana Plot II Tebesigwa Plot 9 N. Baziwane Plot 60 I. Namuli Plot 59 Tabisa Namuli Plot 62 G. Muyimbwa Plot 64 A.Muyimbwa Plot 37 Yokana. Z Sempa Plot 65 S. Mikandokando Plot 5 t M. Nakimera
p. 16 Kan"h.Ga=-ZhbwL.Wobukiuzi Road RcLeftlement ConssdationReport
BLOCK 151 Plot 72 Enoka Mukasa Plot 71 Isaac Kasozi Plot 31 Manjeru Nakimera Plot 44 Zerida Namuddu Plot 67 Levi Kalule
BLOCK 158 Plot 104 Lazaro Musokc Plot 65 Lazaro Musoke Plot 93 Lazaro Musoke Plot 88 R. Kizza Plot 99 T. Tamale
BLOCK 159 Lighton Nankya Kyobe Kaddu Mukasa Kirimanyi
In,raemadon Seurce: Lswre DLint Lend Office (fBlasa)
p. 1 7 KampysaaoZiobwe.WebubIzi Road Rcsatlement Consutation Repoen
List ofSquatters on Kabaka's Land along Right ofway (Bamunanika)
KASENENE LUTEETE LC I 1. Walusimbi Chrizestom 1. S.Salongo Zzimula 53. Kinene 2. Kyeswa Ssalongo 2. Sarah Namnuleme 54. Balaka 3. Nsereko Charles 3. Namnwandu Edinansi Kaganda 55. Nakaffu 4. Nakigudde Anna 4. Ssempa Kaganda Christopher 56. Ssctyabule 5. Kisitu 5. Mpoza Paskali 57. Bogere 6. Nsubuga Abdul 6. Lubega Emmily Kapacya 58. Swaibu 7. Ssentongo 7. Victo Namutebi 59. Nasozzi Teddy 8. Tereza Nyense 8. Kaddu David 60. Sczzi 9. Mbuga YA KABAKA 9. Mukiibi Yosia 61. Nassozi Teddy 10. Kalema IO. Ssekweyarna Kasim 62. Ssemanda I 1. Namugembe I1. Nagitta Babuuba 63. Sande 12.Makona 12. Lugwaana Lameca 64. Mukiibi 13. Kimegga 13. Kabonge Sam 65. Mugenyi 14. Ssali 14. Nantume Serina 66. Najiemba Anna 15. Kityo 15. Kaggwa Ssalongo 67. Nviiri 16. Kaddu 16. Muky. Ssewanyana 68. Lutabi 17. Kakooza 17. Ntabazi Yusufu . 67. Nantumbwe Betty 18. Ndiwalana 18. Sserwanga Joseph 68. Mulamba 19. Kiwanuka Peter 19. Mutyaba Deo 69. Kabergwa 20. Narnwandu Kizito 20. Musuza God 21. Kasereka 21. Mukiibi Bcnon 22. Ssemuyaba 22. Nantorngo Benadeta Nalongo 23. Nnabuuso 23. Kateregga Lozio 24. Gitta C 24. Kayiza Ssalongo 25. Magero K 25. Ssegujja 26. Nakakande Alene 26. Nkulukiye Kamya 27. Ssemambo Yozefu 27. Kato Kafeero 28. Ntege F. 28. Kalyango 29. Kasamba 29. Mukiibi Yosia 30. Ssekabira 30. Kasozi Bonny 31. Natnwandu Sande 31. Nakato 32. Nkuba Willy 32. Nsubuga Edward 33. Namwanje 33. Kibalama Ssalongo 34. Kigongo Willy 34. Ssewakiryanga 35. Kazooya George 35. Nakawunde 36. Kisekka 36. Nabyonga Dativa 37. Ssentongo 37. Betty Nabagesem 38. Nakku Margret 38. Mukasa James 39. Kanyike 39. Luteete S.S.S 40. Nansubuga 40. Nnamwandu Kibirango (Bydesiyane) 41. Kagulire luma 41. Luteete College 42. Haji Lamanzani Bbos 42. Mr. Munge 43. Mubiru 43. Luteae Den. School 44. Kibinge 44. Chrizestom Kigundu 45. Tebusuweke 45. Mugomba Joseph 46. Kato 46. Kangave LS 47. Kyeswa 47. Bale Joseph 48. Bwete Mulengera 48. Mugomba Joseph 49. Nayasa Coffee Factory 49. Mukasa 50. Ziwa 50. Kigozi 51. Ochamn 51. Ssempa 52. Kasimu 52. Nantumbwe Mary
p. 18 Kampsla-GCyaza-Znobwe.WobuienziRoad Rwsetleme t Censutwi. Rqepe.r
BAMUNANIKA 1. Bctnard Kamya 60. Bbowa Willy 2. Matiya Kakumirizi 61. Mutebi Robert 3. Paul Mitala 62.Nakubugwe Monica 4. Kasereka 63. Mutebi Robert 5. Bulya 64. Kabengwa Ssalongo 6. Benon Mukiibi 65. Kabengwa Ssalongo 7. Stephen Musisi 66. Ssaka Lorence 8. Kata Moses 67. Sseruwagi Ali 9. Hussein Matovu 68. Shiragi Ssempa Ssalongo 10. Eloni Nnalongo Ssajjabi 69. Budala Kaweke I1. Nabagala Janet 70. Ssebiina Eriyabu 12. Nakku Mary 71. Njub 13. Juma Lureka Mulyazawo 72. Limbo (Gombolola Mutuba VI] Care taker) 14. Vanila Nnalumansi Gorreti 73. Chrizestom Kigundu IS. Hajara Nalwanga 74. HajJi Abujjere 16. Lubwama Moses 75. Abdul Lukengc 17. Nakamande 76. Karoli Ssenda 18. Abumbakari Kamoga 77. Hajji Nassuru 19. Kato Walusimbi 78. Hajji Nassuru 20. Marian Nantumbwe 79. Sonko Wilson 21. Vincent Kizza 80. Luteete C.U 22. Vincent Kizza 81. Solofne Namusoke 23. Ismail Senkulc Ssemnpa 82. Brahim Opere 24. Muwonge 83. Erunasani Kiwanuka 25. Ssengiri Jonathan 84. Manjeri Nabnukasa 26. Jonathan Kasule 85. Bumunni,ka UMEA 27. Degeya Ssalongo 86. Mulajje Catholic Parish 28. Haiji Hussein Matovu 87. Masomero (Gombolola Mulaba Vll Care taker) 29. Ssekiwala 88. Isa Ssearito 30. Kabalu Yowana 89. Chrizcstom Kigundu 31. Masenuka Ssalongo 90. Misi Lubowa 32. Caltex Mafuta 91. Vincent Kizza 33. Baguma Habart 92. Muwanga Donozio Buwembo 34. Abiyasali Kabuye 93. Nakato Kasule 35. Emirio Lubega 94. Ntwanita Nakityo 36. Kabengwa Silvest Ssalongo 95. Mugenyi Livingstone 37. Edward Nsubuga 96. Bumbakari Matovu 38. George William Sseruwagi 97. Kimbowa Godfrey 39. Edward Nsubuga 98. Nanfuma Juliet Debula 40. Robert Sserunjogi 99. Ginnary Block 41. Kabuye Abiyasali 100. Wampamba Bety 42. Ssemujju George Wilson 101. Banamasaka 43. Kisamba Mugerwa Hon. 102. Badiru Kalule 44. Degeya Ssalongo CR. 103. Nekeneya Kawuma 45. Kabalu Yoana 104. Kivumbi Erukana 46. Shiragi Ssentamu Hajji 105. Ronald Kanwanga 47. Ssaijabi Nalongo 106. Chrizestom Kigundu 48. Wasswa Ssaijabi 107. Haiii Abdul Lukenge 49. Badiru Mulumba 108. Federesi Namulindwa 50. Abuduru Kasozi 109. Nakimbugwe Monica 51. Nabatanzi Giradesi 110. Edward Katunde 52. Kasifa Namukasa 111. Akhmada Kirumira 53. Ssentongo Emmanuel 112. Chrizestom Kigundu 54. Kabengwa Ssalongo 113. Yusufu Sebi 55. Mukasa Mwanwnugimu 114. Madi Yusufu 56. Kizza 115. JumnaYusufu 57. Mulondo 116. Lumu Kibonerezo lgnatius 58. Kikesa - Ssempa 117. Nusula Adye 59. Nsubuga 118 . Ssenkunba 119. Archilo Mukiibi
I.femaaop S~" Kabo" LieIe Oc P. 19 lampala -Gayaza- Zirobwc -Wobulczi Road
Review and Update oj/FeasibilityStudy and DetaiedDesign rf
KAMPALA - GAYAZA - ZIROBWE - WOB ULENZI ROAD
Fcasibility Study Draft Final Report
APPENDIX C STASTICAL ABSTRACTS
LPhoenix I
. I GENERAL INFORMATION ON UGANDA
Geographical Indicators
Latitude 40°12'N &10 29'S
Longitude 290 34'E & 350 O'E
Altitude (minimum ASL) '620 metres
(maximum ASL) 5.110 metres
Total surface area 241,038 KM2
Area under land 197,097KM'
Area under water & swamps 4894 1KM 2 Temperature 15-30° C
Rain fl 750-2,000 mnmyear
Q998Economic lndiccaorf
CDP t.!factor cost 7'413,70E r ;:. shs Pet capitai GDP -5C.223 shs % of agricul:ure in GDP 42. 7 Ealance of payments surplus (1998199) 56.3 million U(n Innation rate 0.1%k Eudget deficit, as a %of GDP (1998/99) 1.7% GDP growtIh rate 7.8% Per capita GDP growth rate 4.9%
Demographic Characteristics
Total population (1998) 21.0 million Female Population (1998) 10.6 million Male Population (1998) 10.4 m!llion Percentage Urban (1998) 14.9 Population of Kampala (1998) 878,600 Female Population aged 15-54 (1995) 4.32 million Male Population aged 15-54 (1995) 4.438 million Population aged 0-4 (1995) 3.83 million Population aged 65t (1995) 0.4G million Sex ratio of total population (1995) 97.4 Population densifty (1991) 85 persons/kMl< 2 Infant M1ortality Rate (1988-92) 97 per 1000 Life Expectancy (1991) 48.1 years Mlzle 45.7 years Female 505 years Population Per Physician (Doctc) 18.575
(vii) 7
MONTHLY RAINFALL STATISICS FOR SELECTED CENTERS: 1992-1998 (MDUmulraes) Table AS:
TOWN Jan. Feb. Mar. Apr. May. Jun. JuL. Aug. Sept. Oct Nov. Dec. Annual
ARUA Lcng TannAverage 19 46 87 139 147 129 150 1E9 171 184 100 45 1406
1992 0 14 49 271 190 160 163 189 156 313 122 44 1671 1993 6 so 69 58 114 160 212 191 211 203 129 56 1489 199 11 1 57 156 213 212 212 17a 69 238 159 37 1538 1995 2 97 91 117 215 126 99 139 173 173 156 42 1430 1996 24 59 77 112 132 176 67 139 176 186 135 na. 1283 1997 43 0 84 170 81 121 73 12P 73 196 230 99 1298 1996 72 23 73 90 147 191 209 122 160 224 105 32 1448
LongTerESAvE, 9eS0 SC 177 274 258 102 67 e3 60 111 162 is1 1619
1992 13f S £9 £1 255 101 152 27 _9 1;1 ;;5 174 1309 1993 40 108 196 225 2Ea 179 f0 71 3S 3; 127 E9 1390 1994 40 S4 151 2£3 329 S2 E7 S7 70 196 209 E4 1G52 l955 6f 126 277 295 466 90 eg 47 76 197 82 183 173 ;996 23i 144 347 272 367 7S 3 ES £3 f7 161 93 1eSe 1S97 22 ;5 179 271 1G9 167 E0 69 2S 301 253 512 2315 1sse n E 1;0 266e 365 132 1-e 40 126 71 108 7 E6 1420
|GULU tcr.TAvUr n reC( c2c, £ 1f5 1f2 1 E T7 - 1,1 c : 15
!992 2. S 22 154 255 10, 2; 126 t433-_ 7±10_ 1610 1S93 e 22 -e 211 225 I09 16 169 113 143 124 EL 1539 19S94 74 0 92 1f9 161 252 272 29S 123 191 197 0 1823 1995 t'rcr 1 4S 143 75 15c 202 164 2:6 121 122 3£ 1306 sSS6 57 26 73 141 313 132 15e 260 ZS 2eo 64 na. na. 19S7 7 trace 46 208 120 67 150 115 60 241 192 90 1296 .199F 35 1 3 173 57 90 10 164 106 226 .151 23 1159 JINJA LoegTerniAvae I| 6e 84 135 193 140 60 f8 7n 93 1*2 166 95 .1321
1992 25 12 4 129 142 94 1;3 92 135 128 198 141 .1213 1993 52 47 9S '141 147 94 35 38 53 64 6T 74 941 1594 62 15 216 187 280 68 91 74 123 114 153 54 1439 199S 10 f4 1P.9 251 149 66 103 44E 170 19E 11g 30 :7 1996 131 108 134 186 155 171 66 115 108 79 171 18 1461 1997 107 5 to 15 8e 39 27 73 35 :le1 291 259 1390 1998 160 91 239 169 155 42 16 75 s4 74 95 35 1227 KAEALE Lon Tc-rmAverage 61 91 117 139 93 27 20 52 S7 96 110 91 994
1992 1I 49 158 76 44 54 27 16 149 205 81 392 979 1993 96 26 172 ES .160 83 0 61 10 59 95 7 930 1994 56 70 129 150 87 2 2 79 14E 126 135 93 1079 1S95 46 129 105 150 147 123 1 6 114 166 105 103 1195 1996 70 57 146 93 46 72 50 118 123 144 202 97 1218 1997 101 trace 114 122 149 33 27 27 25 155 196 151 1110 1998 1E3 97 101 171 '70 19 25 23 87 154 58 79 1167 KAMPALA LongTernmAvcraEc f1 62 113 1c72 140 7S S0 C6 101 109 114 97 110O
1992 5E 22 s4 161 120 82 ES 91 56 135 91 63 1036 1993 47 23 147 129 168 77 23 ;7 134 126 41 26 962 1994 2S E3 110 1.65 133 73 70 92 125 224 188 104 1366 1995 29 8 170 293 208 75 133 38 191 202 110 41 1498 1996 11£ 192 214 79 181 65 179 141 226 77 145 95 1712 1997 112 54 66 229- 90 62 14 98 120 169 251 280 1565 1998 153 81 266 210 74 19 26 86 222 115 50 23 1370
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THE 1991 POPULATION AND HOUSING CENSUS Table B3:
Region & Sex Residence 1Percent DISTRICT Male |Female Rural Urban Total Urban CENTRAL S.. i Kasangala 9,929 6,442 14,995 1,376 16,3711 8.41 Kampala 377,225 397,016 0 774.241 774.241 100.00 Kiboga 72.538 69,069 136,330 5,277 141,607 3.73 Luwero 173,926 1,75,268 320,977 28.217 . 8.06 lMasaka 343,346 351,351 620.952 73.745 692657' 10.62 t..pl9i 1 455.703 45£.164 776,741 137,126 913,867 15.01 Mubende 254.061 246.895 466,435 34,541 500,976 6.69 Mukono 413.550 411.024 725,869 56,735 824,604 11.97 Nzlcpsonrcolt 50.472 50024 92.183 8.3,14C 100,497 E.27 PRs.i S6806? .94'0 4 'i9 368,622 14.869: 383,501 .E£8 Serr.tbulc _72_206 7i,£3_ 140.se _ 3.451 144.039 2 zlf, Rcgion 2,412,Q0£ j 'Aa2 .5051 S,666,702 ,1,7e.692 4,843,594 - 24.S6
Ei,STER14l t Eugiri 117,0271 22.260( 234.735 C4.572 239.3071 Eua 7§.400 84 197 1-5.62Z0 | 27,S67 163,5S7 IG;n44X |:3CC,O 7'.C2C2.241 G67,04C | 2'i.G6 136,7e .706it. .S1¢.. ! t2,2f: ;C.to p0856e 6GE'2! 269.47e& :, . j _,27.!7 , l12,C.Ljtiti,'7 ,C2c . 6 2 2 -71 z K;:al.:¢!: .14110 144.5702 L, . i,42t.; 72-.uG2.>=J5 112M1C1,70f. I 4.2,4§2 i4c,597.1 71.474~ ~~103 1.1,0 274 ; i2!~~~_.r2 112,71S!1 17275t 224.945 I.7 4S 236,69s41 4c.S 355,.60jS 5o-177 650.f82 60.296 710.9601 G.4' 173,t301| *E-,20t 354,729 2,S27 357,655 0.C2 Soro:i 13 SOGj 147.697 243.012 42.78S 2B5.793 14.F7 ororc 193.620 196.157 355.,27 35,6S0 _391,677 5'1 Rcgion 2,025,613 2,1C2,856 3,Sb5,803 322,666 4.128,4691 7.82 NORTHE-RN. _ _ .. _ Adjumani 4c,323 49,941 .94,156 2.108 96,264 | , Apec 222,854 231,650 446.721 5.783 454,504 1.27 Anru 307,679 :3_0,262 611,229 26,712 637,941 4.19. Gulu 166.316 172.109 300.130 3£.297 338,427 11.32 Kilgun 172,640 164 544 341 857 15.327 357,184 4.29 Kotido 92,481 103.525f 186:304 9,702 196,006 4 9S Lira 247.607 253,3'' 473.397 27.568 500,965 5.50 Moroto 60.061 494356161.436 12,961 174.417 7.44 Mcyo 36.731 | 40650 72,702 I 6,679 79.381 6.41 N'ebbi 152.093 154.773 292.923 23,943 316.6661 7.5G Regionr 1.5265,787 1,.;'51661 26982,855 169,100 3.151,955 S.36 WESTERN Bundibugyo 57,816 58,750 107.351 9.215: 116.566 7.61 6ushenyi 279.543 299.5941 564.942 14.195 579,137 2.45 Hoi.a 99.547 96,304 193.235 4,616 197,851 2.33 Kabale 1 197.6S5 219,523, 367.972 29.246 417.218 7.01 Kab2ro!c 369.816 376.962 709,646 36,954 746,600 4.95 Kascsc II 167.672 175.929 303.7039 39.892 343.601 11.61 Kibcjlc 109,756 110.505 217.853 2.408 220.261 1.09 Kisoro 66,406 100,275r 179,196 7.45 1i 186,661 4.01 M,-indi 1.31.936 12.5, 60k 2C6,444 14.352 260,7961 5.50 Mbasra 39C,101 i 40:673Z 754,769 44C.05 7977C4 '5.51 Nluncrr.o 139,063 150.139. 266611 2.611 289,=22 0.90 Rukungiri 187.865 2 22.695r 377.795 12.965 390.7801 3.32 Regicn 2.221.258,2.326,429 4.329,723 217.964 4,547.687i 4.79 UGAh'DA |' 8.185.747 8.4E!5,,q5Pi 14,762.063 11.33
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is~~~~~~I,o, XY 0 wt O rx uX Nm4r .r WIto ys q !Itrs r *N V,s AYq q -q r%y- - 1%-~ .D14.:I s s.. . - . -- Iq vq"I y~! vRC -t ' wKr "~~~~~~~~~~~~~~~~~ v , 14 -l%} I s fA Yat- 'R. R rri'I &R Ine v .ir -NVNv| t; s . il * lNN-Vu .X~O >O Xvi{_1- vl , . il_i _ 8 jvi i uu rz>;j;aE r r°V-1 v vq3 @rNr -WN _ S § ri |V r rrj V9;4; 4 V V ~~~iV% )qV sFs 1 1 v y -i Cy Vr Oworr qo I I w! r, - V% _ N Cr yq9 wo O eNl i ry 4?C. ruur. ,tj.{-; i _vyr.- oqr N w r. V,VVO - _r w- , v,u- 1
1_~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1_ 8 w 19
POPULATION DENSIlY BY REGION AND DISTRICT: 1969, 1980 AND 1991 CENSUS 6 Table B:
Region & Tot;l Population Land I Po ulation DensitY DISTRICT 1969 18eo 1991 Arra 1969 1980 1991 .C£NTfiAL K(alangala 6.8 8.6 16.4 432 16 20 38 Ksampaa 330.7 458.5 7742 169 1.957 2,713 4.5e1 Kiboga 75.7 138.7 141.S 3.672 20 36 37 Luwcro 266.0 338.5 349.2 5.360 50 63 e5 t:Msaka 391.9 520.3 694 7 3.214 122 162 216 I.4pici 513.5 661.2 913.9 45144 114 146 202 Mubende 255.3 371.6 501.0 5.949 43 62 64 lQiukono 5410. 634.3 £324.6 4.594 118 136 179 Nt4kasornola 7.2 74.0 17 15 23 32 R~kzi 182.6 274.0 383-.5 3.179 47 71, se iCrn±sulc 59.4 1,02- 144.0 2.317V 26 _44 62 |Rcg;on 2.672.0 ZE3E2.4 2.7<3.637,489 71 961 I29 eASTERN I 102.1 55.5 , 239.3S. 14531 70 107 165 Eiugiia S02.j 126.2! 1631 70T ; 2e 179 2t2 Icans 3t6E.1 SE.&i 706.5' R370 109 *4CS 2'i ~f);;~ ? 196E3 226.5 2es.sl 677 2SO 428 P;:1u?, 'i 27£._1 349.! ces.21 3E2!22EL 1kS, -4c :.l;-;Jo;**:.! t.<.! ,.!- '1~~~~~C..7 '7-7,.
C' 711.0~~~~~~~ 7-7 I c.:- -. !.:lo.:' 20r2:4,r1 67. 1 202 -C. 15CIC, 12:1 1E7 i2S ECWG;, h ~~23O.15 92 2EE, S,.S79 s 77' 74 Tc:crc 234.7t ;1l.0 392.0E 1eE1 _ 144 172 _ 240 itecicn 2.528.4 3.2 7.4' 412 27,e57 so 116' 1/ NORTHERN 4.4 : Adcjmanai 42.1 486 96 t' 2.E 15 17 .33 Apzc 225.4': 315 c45s1 5,87 38 53 77 Aauz 4,I369.e;.2 637.- 7.595f 49 62 64 Gulu 223.7 7.0.1 S33 51150 19 23 Kltgum 29 240.1O 30.7 s57.2 16,136 1s 19 22 Kolido 105 6 161.4 19601 13:208C E 12 iS Lira . 27E.z 370.32 1.0 6.151 [ 45 60 81 f4orcto r 164.7 1E666 17441 .c1131 12 13 12 1.1.0o 4 7e9F 57.7 1 sC 170 7 215 45 t4'ebti{ 1,' 204.1 233.0 316.9 2.761 73 64 114 Reion I 1,S02.2 2,424.2 3.1520 82.09S2 23 301 36 WESTERN I -- '' I Eundibuoyo 79.4 112.2| 116 6 2.097 -6 54 55 Euhsfnyi 307.6 408.7 579.1 3.6227 0 107 151 Hoiman 112.7 14221 197.9 3.563 32 40 56 Kabzae 288.6| 328.61 417.2 1.698 170 194 246 KaLero! e 328.0 519.E 746.8. 6.1OS 40 64 92 Kasese. 164.1 277.7 343.6 2,724J 60 102 126 Kit)aale e3.7 152.1 220.33 4.206; 20 36 52 Kisoro 114.8 126.7 16.76 620il 1e5 204 301 1a2smndi | 155.5 223.2 260.6 8,456 1 6 26 3S1 Mbarara 376.9 5S1.0 796.A 9.733 a9 61 82 KI.Jnmoai7'o t 174.6 21 2 2E8.2 I.961 66 106 146 Rukungin li 244.61 298.e 390.8 2.E 95 115 151 Rfecion 2,432.1E 3,'92. i 4,647.71 49,551 491 681 92 UGANDA 9.535.11 12,636.21 16.671 197.096. C£ 64 65
NOTES: The total poLpulation is given with rsfSrence to the area of each dislricr as of1st July 1997. hence these tolals do not agree with those given in earlierpublications forthe aS.ected districts
Sr x Ratio = Vales per 100 Fcmales
SOtJRCF: tVlcznCdEvrenu c? S1:iticr. 21
PROJECTD OO00YEAR POPILATIN DIST81=11REGMO. UOAJ4O&.1085 - 2015
01Oa C... 1995 80 107 19 1999 2 2005 2010 20t1 l66M0. 10.37 IT.=0 16.80 182W 18.400 175 1.0 880 2.0 10 1,,,Wp. 674.241 840.700 SU=30 SW0.O0 878.6000 8.00 020 4500 55bwo 9100 I070 141.607 128.400 163.400 107.20 171.00 1405 1880 19.0 1.0 3.0 L. M 348.164 423.700 441.00 4m"80 9.0 1.0 67.003.000 710.80 82,0 9ug. W8.897 7M020 011.400 832.0 852.2 874.200 00.0MAW00 1.101.400 1.238. MAUi03.0 1.03.75 .000.405 1.083.700 1.121.000 1.140.400 1.17.05 1.300.400 1.444.305 1.83.3 ks.~~4000.870 888.800 272.203 584~~S.400 800.600 800.85 100 5 673.200 733.100 000.80 I4A8 234.004 942.80 897.000 1.MAM0 1.063.200 1.05.05 1.128.80 "a-O 1.27.100 1.472.805 1.701.000 100.497 110.80 112.900 115.000 t1I7.ODO 119.0co 121.105 138.300 13.30 141.500 5-n..6 10.00 ISE,=2910. 160.105 162.200 .7 164.25 l800 173.000 180.105 8r0a 383.201 423.805 _322-00 4.0.0 180.205 40.05w - 458.802 AA 1 497,.400 S3u=0 I n.7c5 R.-n '.C42,004 5.408.00 _5.E27.8O0 E.7t7?.;0 7.500.806 1.04f8.701J .185400 C*915400o 7,1.0 C438.200o 8A5TEm 8.141r Zaf.307 204 202' 207C.405 274.350 27.007 28300 I 2.1o850 308.00 33200 34?000 183.27 107.700 107.100 18-.1I 2.92 250207 714700, 230.803 2CS.200 3=8.50 'oo' 0.478 t--.200 E34.W.0 84.800 06.700o tOU.00 50M1m)0 1.0004.05 I 113.00 1.24L.8500 200 .47C 344.000 Z7.=0 3-70.833 UJ0.28) 307.807 41I6.003 479.205 528.005 862.2 4U.16.214 505.005 577400 Z1.503 811.802 "2.703 007.002 7.7.40 3.32 75.3 86Ult,~ 1.703 24812 127pm 143.702 W14.00 1.52I 1.0: 2.50 172.272 704
L W.2.22 it:.t... L..~ . 7.07. - 2 7.0, ::
...... 3 '4 *4r7.'1 408..C1..: '2..2 02..2 85&2, 0.6
1K..14 0.50 107.900 100803 11180 113.!OD 110.400 12245 138.500 AW IMA.M I 4S4.u00 0.0 21.380 032X.00 4.0 555.050 !x7.300 e10.80 672.895 741.25W A. 1 87.641 731.=0 732000 778.M0 700.1001 810.700 041.300 5432.0 Ow.k5242 1.052600 1.211.300 Y.* .00 412.605 4MM00 I4.:00 4C6.5.4 480.700 040.80 MIMI4 731.700 K2- 27.164 4.20 437.205 47.2.700 4.8520 483.80 490.105 V86664 078w.5 60e.900 700.808 100.038 m 00 228205 234.345 240.100 205.90 251.700 278.10 30800 34.0 Lk,5 22 .5.8:5= 05800O 88300 019.800 M.-~l 8330 5.105 724.40 80.0 15.105 1 2420 A<2348.03 250.055 271.40 2WA.7) 35.800 42.10 5.800 I4o~~~ 70 321 9:000 0~~~~4.80 07 78.3 105.80 103.400 104.0 120.200 130.800 Ise.00 :10800371500 384.003 200~~~~.800 40000goo 400 4325 408.400 813.500 3 R- -Z-2 3jC3.00 it 4-Z.( Z.82,200 4.108.4oo '4.220.780 4.771 .4OC 6.419.000 8.20.200
61.70 11.566I 1427400 j 146.A00 M=53 181.800 168.305 174.60 205.800 230.100 =~.S50 !TF.137 CU4.=0 80)2.0 717.80 738.800 ( 701.000 743.000 000.60 1.1.0 .17-.405 I' 023. 233.40 21.0 20. 250.400 M=00 275.0 31720 0.540 WA3N.80 431.105 77218 6.0 3.0 8.0 882.050 58.70* 83830 752.0SW .00 108.0 K-e 748.80 64.25Z 2300 803.057 80.00 0124.30 544.80 I..04' 1.13.00 35.300 3.....5016 38.05 0570 44.0 156.., 425.00 430205 U47.200 400200( 507205 83.400 320.381 24.33 24.:' 22.5 257.100 20.0 8.5 020 301.402 2..700 K- 160.&801 223.20 232.050 240.800 240.82 200A00 2e7.70W 313.200 307.800 43e.30 246.483.780 310.400 321.0M 3.5 340.00 37.700 388.800 4230.2 503.80 594.40 Ml..0.774 512.100 032.300 882405 87.400 1.012.460 1.03730 1.15.100 1.206.O0 1.422.10 as= Jutim 3u8ooq 371.400 50470 388=0 4A1.80 460.100 08z2.2) 085.700
~~ ~~~~ 1 ~~~ I_"1.SC.0 20.Li4 21.02.3000 I 21610.705 540 25.2009 702003L 2 2e
GDP AT FACTOR COST AT CURRENT PRICES: CALENDAR YEARS 1989- 1a99 (mlt6ions hellngs)J Table D2:
INDUSTRY GROUP 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998
MONETARY Agriulture 281.855 365.487 510,765 850.854 866,133 1.278,759 1.423.435 1.478.330 1.569275 1,850.217 Cash crops 21.781 33.533 70.625 86.002 87.610 271,572 281.558 268.641 300.232 327.564 Foo Crops 151.818 185.728 242,177 485.299 461.668 630.518 668,125 652.726 716,361 887.317 I-Neslock 74,455 97.117 128,483 160.806 200.504 245,480 306.789 353.484 353.520 400.463 Foresbty 10.512 15.309 21.637 29,326 34.080 39,468 45,378 50.204 50;890 61,1S2 Frsting 23.288 33,800 47.843 69.422 82271 91.721 121.585 153275 148272 173,680
Mining 6 quanr,.9 1.065 3.296 6,420 10.617 13.118 12203 16,E28 27,679 41,374 48.199
Maenuaurins: 59.711 67.485 122A4S7 193.t12 227.5e5 30S.096 3e7.373 4C3.59£ 573.314 66e.1923 Cof.G,c.cn. :u-ar 726S 10.14L 1f,207 21.15S 21X8 C47.639 61.330 74.048 60.906 £3.44, M:nut OurfC tice S.EES 12.047 1C.4S8 2C,E83 ;1.26 40.424 55.408 C6.22S ES,307 93,00C tMtince;2neo0u 4E.0OE C 5.25_ 080,21145,.23 1,.5C.1 215.035 270.E 5 .32t 407,040 491,74?
Electrick:ywetev 6.380 10,.5E 17.56S 2..465 3f.076 S5.087 62.890 73.£E5S r 1,34e 101.720
Ceasnt,sct.e. 35.574 C;.E5, 10C.171 72.36 205.053 17 319.901 E5.007 '55.1CL520.290
tv:.rc2:crlr 4 !.~t;::1'icc167 I 711f ?,i-2C Z4.r.2?7.;£( 32C.13 3 7f.77f C3L.f3(771.?C 795.18! i ,198.0P9
.c:::.:er... . 3f., l~ '-0fE.5S £,.;r1; i:i_ 43774. 21?.SC_:;,; Et1.577 t 3L.8~~0~ ~L.L5587.9C*~~ 1.01C.7,3 14 Z4 I12.501 ES.C-471 5L3 53. 1.7 ReCa 2e.5t.- 4,.£07 C.St, 103.502,S ;2_2E: 1350 152.4E1 1E9.t3 .2S.61_ 255,9 R,;: Z.3,615318; G.202 E,7CE 7.17Z ,124 10205 f .709 F,0e6 7.0ee Air 6Su,-PC:, SCMiicez 3E.76 4.701 7.325 12.74C 13.C.41 ;7.7.61 22.913 30.C1. 3.:5i0 47.63e CorVrnu..caVio 2.312 5.93t E.G1G 11.177 13.470 1_.730 18.013 21.764 . E57 27.05£
Comrnnuni seniecs 119,197 200.456 317.577 510.459 654.S11 751.024 E94.506 1,043.010 1.145.277 1,252.666 Geneerzticm-mrnenn 24,356 37.295 74,4S4 124.762 i62.312 1945523 225,512 255.789 2E3.509 301.906 Educabon 30.640 51.93S 75.63 117.877 167.693 1E2.373 207,141 245.134 272.641 69,.196 Hezth 9.357 1E.09: 30.411 49.36$ 56.079 C0,754 69,9f5 79.624 E3.662 67.845 PCents 21.112 43.406 63.763 100.511 122,321 145.66' 157247 239,073 266,617 308.421 l.is2cetlaneous 33.732 49.722 73.045 117,920 144,S07 167.401 194.691 223.390 242.646 265.495
TOIAL MONETARY 703277 991.311 1.433.053 2.329.9C 2.0f5.603. 3.414.946 4.050.293 4.568.150 5,086.670 5.e21.173
NON4-.ONETARY AgricultLre 386.615 451.151 575.334 1.045C277 955.364 1.2S2.468 1232.855 1.151.051 1212.803 1269.965 Food Crops 338.883 3E7,005 490.960 922.448 813.012 1.066,33 1.037.212 927.929 266.255 1.026.929 Liestoct 32.679 43.168 57.076 E2.564 95.51e 111.682 134,413. 152.820 174.791 185,271 Forestry 12.116 16.715 21244 31,510 36.476 40.266 45.896 50.970 53,056 55.6SS Fishir.p 2.937 4263 G.034 6.756 10.376 11.566 15.335 19.332 16.701 21.906
Construvion 8,584 11.642 15.683 23.559 27.310 30254 34.546 36.386 39.926 41.986
O.nrr-occrupieCd DwCflans 25240 47.102 63.457 91.74S 10*.720 122.EC3 i64.617 198.675 223.657 260.590
TOTAL r40141.OI4ETARY 420.438 510,095 es4.674 1,1E0,5£5 1.0E9.415 1.S85.5£5 1.4:Z.021 1.386.312 1.476.5E7 1.592.53S
TC1AL C1-123,715GAL 1,501.40C 2.007.727 3.490.4EC 3.72521e 4.E0,.531 5.482.313 5.956.462 6.5G5.456 7,413.79'
FEFRCAP.tA CDP (SHS) 70,37_ 91.35 *23.5X 1SS.46F 208235 2Z7.71S 285,656 301.715 323.786 356.,25
SOURCE: Uganda Bureau of Stetisbrz.. Ur _ _- .~--- .- . .- .... ____ . .v
nO .- _ -..
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b > bvb b-h bbL. bZ "b I. vC:b . . - b4 b b 4.b iv 'wL, v lb. 112
MAIN ROAD AND RAILWAY NETWORI(: DLSTRICT AND UGANDA TOTAL
Table Ni:
Att weather AJi weather Drytweather Road Raiway Region &DistUct. (tarmac) (mrnrnm, gravel) (dirt rad) Total Une
CENTRAL KaarqpaIa 0 0 0 0 0 Kampala 126 S1 5 212 23 KIboga 0 104 182 286 0 LLwemo 169 534 1,298 2.001 0 .asake 149 151 526 826 is Mpigl 275 746 575 1.595 76 Mubnde 110 267 474 e51 1071 Mukicor 147 441 773 1.3G1 68 Rabi 33 80 303 416 0
Total 1.009* 2.,404 4.1368 7,549 293
EASTERN l8arra 103 371 570 1.044 IIIi Jirqz 149 g7 118 .364 61 RamuS 33 3E7 352 752 74 K2pohe 0 41 99 140 O KLsmi 75 231 167 47i 72 MtWIe CA4 23 160 5CC 40
scm5P~0etl . E0 1754 37-IO.3Z 724sg 1 4 'to.or i E' ' 24C 4 10.
8se5Te_ i ;-"37 I 2.28E ._535
l:OTl4SRN Ape: 351 519 306 6ti2 j51 aru . 503 6.0 1.164 477 378 687 137 Kitgutn 0 60 Z13 g5' 0 KoWdo 0 i62 372 734 0 Lka 46 3C5 404 B15 .70 I.or(ol 0 584 243 E27 0 Moyo 0 172 15t 32f 0 Ncb~c'O0 78 346 424 0
TOeLZ S'3 3 | 3.201 6,993 276 WESTERN BSundibuy 0 105 19 125 0 8ustbenyi 97 113 275 4BS | HoiamI 103 250 385 0 Kabtle ,41 247 127 -415 0 Kabamlc 77 262- 59 S938 61 Kasese 93 107 127 327 38 K0aie 0 47 Z 75 422 | 0 KMs=n 0 46 105 151 0 W.Asin | 90 -401 159 GS0 0 Mbaar2 | 140 213 4.4 1.187 43 .nU2rnoj 61 66 133 280 0 RukLmnpn~0 .431 83 514 0
Tctcl1 605 | 2I54 j 3096 5699 142
o.e7o ls' 2 6I _ 25,§132 2f 12
ECUFRC: N;J:Ws! 0~E s:5 Stoey. Forest DePar3rner U cnta Rf L ery 1.Mras of WorL_r.ran-srporl. 8 ondo n tbor1- NEW REGISTRATION OF VEHICLES BY TYPE 1989-1998
Table N6:
Velsid TYPE 1989 1990 1991 1S92 1S93 1994 1995 1996 1997 1998
GOVERNMsENT
Cars 16 55 25 85 52 60 37 41 51 n.e. TnJcks 90. 174 72 143 42 32 49 24 32 n.8. Pick-UpS& 4-Wheelr rive 539 266 255 392 221 457 175 387 378 n.e. Minibuses 37 219 263 24 20 28 220 10 17 n.F. Lar96 buscs 3 3 C 12 3 7 0 0 0 nx. Tra or. 19 95 45 92 15 9 39 55 77 n.e. MOtorydFee 131 E67 296 430 333 712 443 1064 951 nA. Other 2S S2 61 31 52 23 30 5 2 n.s.
Totlrl E66 172 1t'_Z 1209 732 1329 J 923 1586 1506[n.e.
PRIVATE 6 C cg< C S :;,2e
4..1celdri it "? ;,44_ ; 1049 1713 2735 47C9 5600 45S4 n.z Muoksr6e 571 6E: 2 632 613 1450 2497 2474 242Z 176 n.e. Lorge buscs 45 19 30 45 38 64 1;9 3E 46 n.E. Tractors 90 162 116 215 241 221 210 n.a. Lc,Otrcycles 55 E94 14e F16 1411 4160 10560 15042 14163 n.e. Other 699 535 66 129 C6 se 23 214 E3 n.a.
Tcsel 5950 *574 . 5139 4655 6653 14061 2C191 30929 287S3 n.e.
TOTAL i
Cam | .6E'- 740 1153 1550 1846 3949 5323 S 710 8364 4980 Tnucks E85 468 378 317 305 749 748 741 7820 1617 Pick-Ups45 4-Vheeldnlve 2156 1711 16E9 1441 1934 1392 4944 5987 6326 4205 MnWbuse6 9 05 S03 5 837 1470 2515 2694 2438 2876 1797 Largebnuss 52 21 36 57 41 71 139 38 43 62 Cractors 1s 95 125 254 133 224 260 276 321 213 LMotorcyries 695 1770| 1729 1248 1744 4878 11003 16106 16798 13730 Others 729 627 147 110 116 81 53 219 276 39
TCSEI G6816 6365 6152 U54 7591 25153213859 37795 26C43
SOUICE: LMWsIryof Wories. Houskn and CnIrmxJcat'ons. _i _ _ _ _ I- ______. . . . . - _ _ ~ _
______. ___ I_ a -i _ _ .______a ___
a_ 0~~~~~~~~~~~1 E.- ~ ~~~~______.______
ti _ c n Xg Sz s a ~r. a _ ___ _ *-___ U v V Fwr 3l ____I.i . ______
i- ~~ ~ ~ ~ ~ -~ ~ ~ _ _ ~_
di .~ _ _ .I .______Li. _
I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~v;
:>. a 1--1 M _ ~~~~-~ - I z . . I . _ g. .__ _ . .. . _.__ _ I I-. t , ~ ~~~~~~~8~fo*~ {|r| fs|, uCRJ0W|,l~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. uRl2rx ..... -~~~~~~~~~~~~I-_
______14 _ _ _ i _ _n _ ~~~~~1~~~~._ , . _I
I~i, - - I . _ - _ - _ _ _ _
4.~ ~ ~ W '4 _-
-~ ~ > U S .fl4 C
I~~~_ ___ - 127
PERCENTAGE SHARES OF TOTAL CONSUMPTION FOR UGANDA. 1992-96
Table 01:
Component 1992 1994 1995 19S6
Food 58.6 56.6 54.7 52.7
Beverages and Tobacco 3.1 4.1 4.5. 3.7 Restaurants 1.4 2.5 22 2.0
Clothing and foot w6ar 4.5 4.4 4.0 5.1
OtJcr goods 7.0 '.0 S.7 e.6 Rent, fuel and power '2.7 14.6 15.0 1 14.6 Transport and Cornnunic2U.on 0.7 2.7 3.0 3.6
Heailth 42 3.C C24..
Eductlion eC I E.1 j 2
Ocfler- acric r C ..4 I ._c
'OCURCE: UCand s Burecu ct Stat!stic-.
h3VERTY EY EMIPLOYMIEN'T SECTOR OF HOUSEHOLD HEAD: 1992193 -19951J6.
Table 02: bSean Consumptlon Per | Head Coun' cr Povert
Employment Secicr Adult Equlvalent (1289 Prices . 1992193 1995/96 1992193 1995/26
,- Food Crop i,710 6.160 64.1 58.3 CCcsh Crop 6,090 E.070 59.6 40.5
Non-Crop Agriculture 6,950 8,770 51.7 41.0 Mining E,470 ' 6.040 43.4 74.2 Manufac'uring £.210 11.170 46.3 27.9 Public Utiities 9,20C 15,010 43.3 10.S Construction 11,31Q 10,080 38.3 34.6 Trade 12.3s0 14,36C 26.4 16.7 HOtGLS O,G10 S2,040 26.6 17.0 Tfsnspcrt and Communicatlon 10.310 15,340 31.9 14.3
MIscellaneous services 13,530 11,750 27.7 26.9 Goveronment services 1110 1 6 33.5 26.2
NOTE. * E red on tho .Total Poverty line for Uganda.
50;rRCE: Ucar.ed Eurreau of Ste.1s',ic!.
Karmpala- Gmy=za- Zifobw -WobufcnflLRa2
Review and Update cf Feasibility Study andDetailed Design of
KAMPALA - GAYAZA - ZIROBNVE - WOBULENZI ROAD
Feasibility Study Draft Final Report
APPENDrX ' 1311BLIO GRkPHYX
I._ , ______h _
PAloer. i.r I I t KarpatiaGayaza.-Ziobwc-WobuIcnzi Road SA
BIBLIOGRAPHY
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